World Academy of Science, Engineering and Technology

International Journal of Materials and Metallurgical Engineering

Vol:10, No:5, 2016

Laarge-Scale Produc
P ction of
o Highh-Perfformance
F
Fiber-MMetal-Lamiinates by Prrepreg-Presss-Techhnologgy
Christian Lauter,
L Corin Reuter, Shuaang Wu, Thoomas Troesteer

 I. INTRO
ODUCTION

L
Abstract—Lightweight connstruction becaame more andd more IGHTWEIGH HT design iss an importannt contributioon to
mportant over thhe last decadess in several applications, e.g. in the
im
reduce CO2 eemissions andd fuel consumpption as well as to
auutomotive or aiircraft sector. This
T is the ressult of econommic and
ecological constrraints on the oone hand and increasing safeety and impprove safety aand performannce of vehiclees [1], [2]. U Using
coomfort requirem ments on the othher hand. In thhe field of lighttweight lighhtweight technnologies, the reealization of ccomponents w with a
deesign, different approaches aree used due to specific requirrements low
wer mass and with stable or o even betterr characteristics is
towwards the techhnical systems. The use of endless carbonn fiber posssible. In the aautomotive seector a decreaase of the vehhicles
reiinforced plasticcs (CFRP) offerrs the largest weight
w saving pootential masss of 100 kg leeads to a reducction of CO2 eemissions of about a
Open Science Index, Materials and Metallurgical Engineering Vol:10, No:5, 2016 waset.org/Publication/10004518

off sometimes more

m than 50%% compared to conventional metal-
8.5 g/km and a reeduction of fueel consumptionn of 0.25 l/1000 km
coonstructions. Hoowever, there arre very limited industrial appliications
beecause of the cost-intensive manufacturingg of the fiberrs and [3]. However, foor many autoomobiles an increasing weeight
prooduction technnologies. Otheer disadvantagges of pure CFRP- could be recordeed over the laast decades. This T is a resuult of
strructures affect the quality conntrol or the daamage resistancce. One impproved safety aand comfort requirements
r aand was aboutt 100
appproach to meeet these challennges is hybrid m materials. This means kg pper decade. In current autoomobile geneerations, this trend t
CF FRP and sheet metal are combbined on a matterial level. Theerefore, could be reversedd.
neew opportunitiess for innovativee process routes are realizable. Hybrid
C
Currently, threee main trennds in autom motive lightweeight
ligghtweight design results in lowwer costs due to an optimized m material
utiilization and thhe possibility too integrate the structures in aalready construction are obvious: Thhe use of high-strength m metal
exxisting productioon processes off automobile maanufacturers. Inn recent allooys, substitutinng metals by ccomposites, annd the combinaation
annd current reseaarch, the advanttages of two-layyered hybrid materials of mmaterials. The use of CFRP includes the highesth lightweeight
haave been pointeed out, i.e. the possibility to rrealize structurees with poteential. In terms of a llarge-series aapplications m main
taiilored mechaniccal properties oor to divide thhe curing cycle of the draw wbacks are thhe high materrial and processing costs [44]. A
eppoxy resin into two steps. Currrent research work w at the Chhair for
soluution for thesee challenges ccould be compponents realizeed in
Auutomotive Lighhtweight Designn (LiA) at the Paderborn Uniiversity
foccusses on produuction processees for fiber-mettal-laminates. T The aim mullti-material-deesign. Especiallly the extensiive combinatioon of
off this work is thet developmennt and qualification of a largge-scale sheeet metal withh local CFRP reinforcemennts is a promiising
prooduction proccess for highh-performance fiber-metal-lam minates approach, e. g. foor b-pillars, sillls or other framme structures [5].
(FML) for industrrial applications in the automootive or aircraft sector.
Thherefore, the prepreg-press-te
p echnology is uused, in whicch pre- II. SHEETT METAL-FRP
P-HYBRID-STR
RUCTURES
im
mpregnated carbbon fibers and shheet metals are formed and curred in a
cloosed, heated moold. The investtigations focus e.g. on the reallization A
A. Overview
off short process chains and cyccle times, on thhe reduction of time-
coonsuming manual process stepss, and the reducction of materiaal costs.
Thhis paper givess an overview over the conssiderable steps of the
prooduction processs in the beginnning. Afterwardds experimental results
aree discussed. Thhis part concenntrates on the influence of diifferent
proocess parameters on the mechaanical propertiees, the laminate quality
annd the identificaation of process limits. Concludding the advantages of
thiis technology coompared to connventional FML L-production-proocesses
annd other lightweeight design appproaches are carrried out.

Keywords—C Composite m material, Fiberr metal lam minate,

Liightweight connstruction, Preppreg press techhnology, Largee-series
prooduction.
F
Fig. 1 Tailored hhybrid pillar struucture consistinng of sheet metaal and
local CFRP reinforcement
r

C. Lauter is a sccientific staff meember at the Padeerborn Universityy, 33098 H

Hybrid materials typically consist of a sheet metal bbasic
Paaderborn, Germanny (correspondingg author to proviide phone: +49 55251 60
5337; fax: +49 52511 60 5333; e-maill: christian.lauter@@uni-paderborn.dde). layeer, a locally applied FRP P reinforcemeent layer andd an
C. Reuter and SS. Wu are scientiffic assistants at thhe Paderborn University, optiional sheet mmetal coveringg layer. The layered struccture
33098 Paderbornn, Germany ((e-mail: corin.rreuter@uni-paderbborn.de, offeers the possibbility to tailorr components to their expeected
wuushuang427@gmaail.com).
T. Troester is full professor foor automotive ligghtweight designn at the
loadding (Fig. 1). Due to the FR RP structure, the wall thickkness
Paaderborn Univversity, 330988 Paderborn, Germany (e-mail: of tthe sheet metaal structure caan be reduced effectively. Thus,
T
thoomas.troester@unni-paderborn.de)

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 World Academy of Science, Engineering and Technology
International Journal of Materials and Metallurgical Engineering
Vol:10, No:5, 2016
hyybrid componnents offer a large weighht saving pottential.
Beesides, an opptimised lighttweight desiggn can be reaalized,
beecause the cosst-intensive CF
FRP is only ussed in highly loaded
l sheeet metal blankk and then botth componentts are formed until
arreas. Other aadvantages off hybrid strucctures are ann easy
integration intoo existing proocesses of vehhicle productiion or
into existing body constructioons [6].
B. Manufactuuring Process
The manufaccturing of autoomotive hybriid structures can c be
realized e.g. byy the prepreg press technollogy or an inntrinsic
resin transfer mmolding proceess. Using pree-impregnated semi-
finnished fiber pproducts offerss the possibiliity to outsourrce the
tim
me consumingg injection andd infiltration prrocess of the ttextile.
Thherefore, the prepreg
p technology includee a high potenntial to
siggnificantly redduce cycle tim
mes in compariison to convenntional
FRRP-processes and enables a large-series manufacturiing of
hyybrid structuraal automotive ccomponents.
Open Science Index, Materials and Metallurgical Engineering Vol:10, No:5, 2016 waset.org/Publication/10004518
The prepreg ppress technoloogy can be divvided into fourr steps
(F
Fig. 2). The innput for this pprocess is conntinuously prooduced
prrepregs, that aare shipped oon coils, and formed sheet metal
strructures. In the first sttep, the preppregs are sttacked
coorresponding to t the expecteed loads in thhe final compponent.
Affter a compacction of the llayer structuree in a calendeer, the
prrepreg stack iss cut to the ggeometry of thhe final compponent,
e.gg. by an ultrassound cutter. IIn the second step, a robot with a
sppecial gripper system handdles the uncuured tacky prrepreg.
Toogether with a formed sheeet metal struccture, the preppreg is
inserted into a heated moldd in step threee. The laminnate is
prressed on the metallic surfface by a hyddraulic press device
wiith a pressure of about 0.1 tto 0.5 N/mm2. At a temperatture of
1440 to 180 °C, tthe prepreg is pre-cured forr a time of 90 to 120
seeconds dependding on the lam minate thickneess. Afterwardds, the
finnal hybrid strructure can bbe removed ffrom the molld and
staacked. The ffinal curing oof the epoxy resin occurss in a
doownstream cattaphoretic painnting process that is simulaated by
a ffurnace heatinng of 30 minuttes at 180 °C.
Fig. 2 Process steps for the m
manufacturing off hybrid automootive
sstructural parts, for example a bb-pillar, by preppreg press technnology
International Scholarly and Scientific Research & Innovation 10(5) 2016
A
Another approach is combinned forming oof sheet metall and
CFR RP. Here, an uuncured CFRP P prepreg is aapplied locallyy to a
reacching the desiired geometryy. The curing process can occur
o
anallogously to thhe prepreg prress technologgy. This apprroach
shouuld allow a further
f significcant reductionn of process ssteps
andd cycle time [7].
C
C. Mechanical and Adhesive Properties
T
The process parameters
p haave a great influence onn the
mecchanical properties and the quality of the manufacttured
struuctures. Asidee, the process parameters also a influencee the
cyclle times andd thus the ccost of the process. Sevveral
inveestigations onn this topic have been aaccomplished and
pubblished, i.e. in [6], [8], [9].
T
The samples foor the investiggations consissted of sheet m metal
andd CFRP. For the metal ccomponent a S235JR wiith a
thicckness of t = 2 mm was useed. The prepreegs were stanndard
semmi-finished prooducts from SG GL. The epoxxy resin from SGL
(Tyype E201) embbeds carbon fibers in a ssymmetric 9 llayer
scrim (90/02/90//0)S. The preepregs were manufacturedd by
preppreg press techhnology. For tthe bonding w with epoxy resin as
an aadhesive, the prepreg was ddirectly presseed on the mettallic
surfface.
T
The manufactuuring process was divided into several steps. s
Firsst, prepregs, sheet
s metal aand release fiilm were cut and
layeered. Second, the press process was realiized. For this step
diffferent defined parameters w were used. Thhe test plates w were
postt-cured in a fuurnace for 30 m minutes at a temperature off 180
°C, which simulaates the catapphoretic paintiing process. N Next,
threee-point bendiing samples w were cut from the test platess and
testeed with a threee-point bendinng setup.
D
During the experimenttal investigaations, diffe ferent
commbinations off temperaturee, pressure aand time for the
consolidation proocess were ussed. The aim was to identiify a
suittable process window to m minimize the ccycle times off the
preppreg press proocess.
Inn Fig. 3, the results of three-point bbending testss for
diffferent process parameters arre illustrated. As A a consolidaation
presssure 0.3 MPaa was used. It can be seen tthat the values for
the maximum beending stress aachieve a platteau of aboutt 750
MPa for pre-curinng times abovve 60 secondss and temperattures
above 160 °C. Thhe values decreease at temperratures higher than
abouut 190 °C.
S
Summarizing, optimal process parameterrs for the preepreg
presss process werre found: the ttemperature foor low cycle ttimes
shouuld be about 180 °C, the ppressure shoulld be betweenn 0.3
andd 0.4 MPa andd the time shouuld be above 90 seconds. T These
valuues depend onn influence facctors such as thhe layer thicknness,
the materials or thhe textile semii-finished com mponent.
F
For the hybrid three-point beending samplees, a characterristic
failuure behavior could be fouund (Fig. 4). The sheet m metal
plasstically deformms under influuence of the teest force, whilee the
CFR RP componennt fails by delamination annd fiber breakkage.
For a force transm mission not frrom the metall side but from m the
sidee of the CFRP, the failuure is characcterized evenn by
delaamination andd fiber breakagge – in this ccase, as a resuult of
965 ISNI:0000000091950263
 World Academy of Science, Engineering and Technology
International Journal of Materials and Metallurgical Engineering
Vol:10, No:5, 2016

coompression forrces in the CFRP structure. adhesive was useed (Dow Betam mate 1620) [12]. The maxim mum
forcces for the ddifferent pre-curing tempeeratures are on o a
sim
milar level at abbout 7.5 kN. T
The use of a sstructural adheesive
leadds to slightly higher forcess of about 8.2 kN. The tensile
enerrgy absorptioon reveals thaat the failuree behavior off the
epoxy resin as ann adhesive is qquite brittle. T
This results inn low
valuues for the ennergy absorpttion of aroundd 2.5 J, whilee the
imppact resistant mmodified Dow w Betamate 1620 reaches 33.7 J.
Summmarizing thee bonding perfformance of the Dow Betam mate
is aabove the leveel of the epoxxy resin. Thiss is not surpriising
becaause the adheesive war optiimized for thiis applicationn. On
the other side it can
c be noted, that the use of o the epoxy rresin
offeers an optimizzed bonding solution for hybrid structtures,
wheen costs and mechanical
m prooperties are takken into accouunt.
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Fig. 3 Resultss of three-point bbending tests foor different proccess

parammeters [10]
Fig. 5 Specimeen geometry forr shear tensile teests according too
DIN EN 1465 [11]
10 5

8 4

Tensile energy absorption [J]

6 3
Force [kN]
[ ]

4 2
Fiig. 4 Failure behhaviour of hybriid three-point bending sampless (force
transmmission from thhe side of the shheet metal)
2 1
The performaance of a mullti-material or hybrid structuures is
strrongly influennce by a permmanent and sollid bonding. F For the
coombination of sheet metaal blanks annd CFRP diffferent 0 0

boonding technoologies are avvailable. Espeecially the addhesive

boonding is an innteresting optiion because oof large overlaap area
beetween the sinngle componeents. In order to characteriize the
boonding properties and to compare thhem with thoose of Maximum forrce [kN] Maximum tensile enerrgy absorption [J]
addhesive-bondeed joints, sheaar-tensile specimens (Fig. 5)) were
Figg. 6 Comparisonn of maximum fforce and tensilee energy absorpption
annalyzed accoording to D DIN EN 14655 [11]. Forr the
of different bonding technoologies for hybrrid structures
investigations, tthe same mateerials as descriibed in Chapteer II C
weere used. Too find an optimum of the conflict beetween
IIII. HIGH-PERFFORMANCE FM
ML
ecconomical aim ms and streength of thee joint, timee and
temmperature for consolidationn during the prrepreg-press pprocess A
A. Overview
waas varied accoording to the rreaction-veloccity temperaturre rule Inn comparisonn to sheet-mettal-FRP-hybrid structures FML
F
(A
Arrhenius equaation). consists of severral thin sheet metal and FRRP layers (Figg. 7).
In Fig. 6, thhe maximum m forces and the tensile eenergy Welll-known exaamples for industrially used FMLs are
abbsorptions of sshear tensile sspecimens are shown. On thhe one GLA ARE, ARAL LL or CARA ALL. Correspponding to their
haand, the epoxyy matrix resinn was used aas an adhesivee. The indiication glass,, carbon or aramid fibeers are usedd in
sppecimens weree pre-cured at temperatures from 140 to 180 °C. commbination withh e. g. an eppoxy resin ass a reinforcem ment
Ass a reference aan impact-resiistance modiffied structural epoxy struucture for alum
minum [13], [14].

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 World Academy of Science, Engineering and Technology
International Journal of Materials and Metallurgical Engineering
Vol:10, No:5, 2016
Fiig. 7 Schematic layout of a FM
ML consisting off three sheet metal and
two F
FRP layers
Open Science Index, Materials and Metallurgical Engineering Vol:10, No:5, 2016 waset.org/Publication/10004518
Fig. 8 Four-point
F bendding test of a FM
ML specimen
FMLs featuree several advvantages againnst pure sheet metal
orr FRP structurres. They are characterizedd by a high sppecific
stiiffness and strrength. FMLs offer a good burn
b ratio as w
well as
ann advantageoous damage tolerance, ffatigue and crack
prropagation beehavior [14]. Just like for sheet-metall-FRP-
hyybrid systemss, an integrattion into exiisting structurres or
asssemblies is possible
p in most
m cases by using convenntional
boonding processses. Nowadayys, main disaddvantages of FMLs
caan be found inn high material and processiing costs. Asidde, the
avvailable produuction technologies are not appropriate ffor the
m
manufacturing of pillar struuctures, whichh are of enoormous
relevance in thhe automotivve industry annd other inddustrial
seectors.
B. New Manufufacturing Proocess
The starting ppoints of the ddevelopment ofo a new largee-scale
prroduction prrocess for FMLs weree the menntioned
disadvantages. The approachh to address tthese disadvaantages
waas the utilizattion of the prrepreg press ttechnology (F Fig. 2),
whhere a prepregg reinforcemeent is directly formed into a sheet
metal structure or where a combined foorming operatiion of
m T
prrepreg and sheeet metal is innitiated [9], [115]. For an efffective
prroduction of fi
fibre-metal-lamminate-structurres with shortt cycle
tim
mes less than 5 minutes preppregs and sheet metal plates were
staacked. Afterwwards, the lam minates were pressed and cured
ussing optimized process paarameters. Fuurther investiggations
International Scholarly and Scientific Research & Innovation 10(5) 2016
willl focus on a coombined formiing of the lam minates.
A
As a first step,, flat test paneels were manuufactured usingg the
neww approach. T The metal com mponents connsisted of a deep-
d
drawwing steel (typpe: DC01) in the first case and of a stainnless
steeel (type: 1.43001) in the seccond case. The thickness of the
sheeet metal blannks was t = 00.5 mm in both cases. Forr the
CFR RP reinforcem ment, again S SGL prepregs with an eppoxy
mattrix resin (cf. chapter II.) w were used. Thee expoy resinn was
usedd as an adheesive. The layyer structure of the FML was
symmmetric with the followinng stacking sequence:s metal /
CFR RP (0/90/0)° / metal / CF FRP (0/90/0)°° / metal / CFRPC
(0/990/0)° / metal.
F
For the manufa facturing of thhe test plates ssheet metal bllanks
andd CFRP Preprregs were cut, degreased and a stacked. A After
thesse steps, the plates were preessed and cureed with optim mized,
defiined parameteer sets. The teest plates weree post-cured iin an
air circulated furrnace for 30 m minutes at a teemperature off 180
°C. This step sim mulated a cattaphoretic dip painting process,
whiich is generallly used for strructural autom motive parts. N Next,
threee and four-pooint bending (F Fig. 8) as well as tensile sam
mples
werre cut from thhe test plates anda tested witth appropriatee test
setuups. The geoometries of the specimeens and the test
paraameters were selected refeerring to DIN N EN ISO 144125,
DINN EN ISO 5277-1, -4 and -5 as well as DIIN EN 2562 [[16]–
[19]].
C
C. Properties aand Performannce
Inn order to reaalize a generaal qualificatioon for the preepreg
presss technologyy to produce FMLs in high qualities w within
shorrt cycle times, basic investigations weere conductedd. As
menntioned beforee essential meechanical testss and the anaalysis
of mmicrosections w were completeed in a first steep.
Typical stress-strain-curves are shown in Fig. 9. These tests
T
werre conducted at a univeersal testing machine at the
labooratory of thhe LiA at thhe Paderbornn University. The
speccimens were manufactureed with two different setts of
proccess parameteers for the pre--curing in the closed mold: T1 =
1500 °C and t1 = 3300 s respectiively T2 = 1800 °C and t2 = 90 s.
Thee subsequent ppost-curing waas realized at T = 180 °C foor 30
minnutes. The diff fferent curves are characterrized by a kneee in
the beginning. T Therefor the failure of 900°-plies mighht be
respponsible. The further shapee of the curves shows a liinear
proggression until the fraction oof the 0°-pliess. From this ppoint,
the composite iss mainly chaaracterized byy the sheet m metal
commponents, whicch is not illusttrated in the diiagram.
T
The summary of the tensile tests is preseented in Fig. 110. It
can be observed tthat a higher pre-curing
p tem
mperature resullts in
a slightly reducedd tensile strenngth, while thee fracture straain is
not visibly affectted. The standard deviationn is small forr the
diffferent processs parameters,, which can be seen ass an
indiicator for a robbust and reprooducible proceess.
The performedd three-point bending testts show the ssame
tenddency, but the fracture strrain is affecteed by higher pre-
curiing temperaturres (Fig. 11). Aside, the staandard deviatioon is
largger than beforee. However, w with the four-ppoint bending tests
(Figg. 12) the tenddency could bbe pointed ouut as well, buut the
stanndard deviationn especially fo
for the pre-curiing temperatuure of
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 World Academy of Science, Engineering and Technology
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Vol:10, No:5, 2016

T = 150 C° is quuite smaller (F

Fig. 13).
1000

900

800

700
Stress σ [ N/mm 2]

600

500

400

300

200
Fig. 12 Foour-point bendinng test of a FML
L specimen
100
1200 0,03
3
0
0 002
0,0 0,004 0,006 0,008 0,01 0,012 0,014 0,,016
Sttrain ε [mm/mm]
1000 0,02
25

DC01-FML, t = 150 °C DC01-FML, t = 180 °C

Open Science Index, Materials and Metallurgical Engineering Vol:10, No:5, 2016 waset.org/Publication/10004518

1.4301-FML, t = 150
0 °C 1.4301-FML, t = 180 °C
800 2
0,02

Stress σ [ N/mm 2]

Strain ε [mm/mm]
Fig. 9 Stress-sstrain-curves froom tensile tests of different FM
MLs
600 0,015
1200 0,03

400 0,01
1000 0,025

200 05
0,00
800 0,02
Stress σ [ N/mm2]

Strain ε [mm/mm]

600 0,015 0 0

400 0,01

200 0,005

0 0
Tensile strength
h Fracture straiin

F 13 Results from
Fig. f four-pointt bending tests oof different FML
Ls
(caalculations of sttress and strain according to DIIN EN ISO 14125)

Inn order to analyze thhe laminate quality sevveral

Tensile streng
gth Fracture stra
ain miccrosections weere generated. For the used ssheet metal bllanks
Fig. 10 Results
R from tennsile tests of diffferent FMLs andd the different process parammeters, the ressults are show
wn in
Figss. 14 and 15. T
The micrograpphs are characcterized by a ggood
1200 0,03
lam
minate quality with nearly nno pores or othher imperfections.
1000 0,025
Thee thickness off the single pplies (0/90/0°)) is even andd the
bouundary betweenn the plies is w
well pronouncced.
800 0,02
Stress σ [ N/mm 2]

Strain ε [mm/mm]

600 0,015

400 0,01

200 0,005

0 0 (a) (b)
Figg. 14 Microsections of the midddle plies of the DC01-CFRP-F FML
maanufactured withh the following pre-curing paraameters: (a) 1500 °C,
300 s and (b)) 180 °C, 90 s

Tensile strenggth Fracture straain

Fig. 11 Resultss from three-poiint bending tests of different FM

MLs
((calculations off stress and straiin according to D
DIN EN ISO 144125)

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International Journal of Materials and Metallurgical Engineering
Vol:10, No:5, 2016

[9] C. Lauter, J. Nieewel, and T. Tröstter, “Quasistatic and

a crash tests off steel-
CFRP hybrid ppillar structures for automotive applications,” IInt. J.
Automot. Compoos., vol. 1, no. 1, ppp. 52–66, 2014.
[10] C. Lauter, Z. W Wang, I. Koke, and a T. Tröster, “Influences
“ of prrocess
parameters on tthe mechanical pproperties of hybbrid sheet metal--FRP-
composites mannufactured by preppreg press technoology,” presented at the
20th Internationnal Conference on o Composite M Materials, Kopenhhagen,
2015.
(aa) (b) [11] “DIN EN 14655: Klebstoffe. Beestimmung der Z Zugscherfestigkeiit von
Überlappungsklebungen,” 2008.
F
Fig. 15 Microsecctions of the middle plies of thee 1.4301-CFRPP-FML [12] “Betamate 16620. Crashstabiiler Strukturkleebstoff. Techniisches
m
manufactured wiith the followinng pre-curing paarameters: (a) 1550 °C, Datenblatt,” 20006.
300 s and (b)
( 180 °C, 90 s [13] N. Asnafi, G. Langstedt, C. H H. Andersson, N. N Östergren, annd T.
Hakansson, “A A new lightweigght metal-compoosite-metal paneel for
applications in the automotivee and other inddustries,” Thin-W Walled
IV. CO
ONCLUSION Struct., vol. 36, pp. 289–310, 20000.
[14] T. Sinmazçelik, E. Avcu, M. Ö. Bora, and O. Çooban, “A review: Fibre
Hybrid systems consistingg of sheet mettal blanks andd fiber metal laminates, background, boonding types and applied test methhods,”
reinforced plasstics offer a major potenttial for lightw weight Mater. Des., voll. 32, no. 7, pp. 36671–3685, Aug. 22011.
deesign in differrent industriall sectors, i. e.. the automottive or [15] H. C. Schmidt,, U. Damerow, C C. Lauter, B. Gorny, F. Hankelnn, W.
Homberg, T. T Tröster, H. J. Maaier, and R. Mahhnken, “Manufacturing
airrcraft industryy. A new apprroach in this fi
field is the extension processes for coombined formingg of multi-materiaal structures conssisting
Open Science Index, Materials and Metallurgical Engineering Vol:10, No:5, 2016 waset.org/Publication/10004518

off the area oof applicatioons of FML L. Currently, main of sheet metal and
a local CFRP rreinforcements,” Key Eng. Materr., vol.
appplications off FML can bbe found in straight or sllightly 504–506, pp. 2995–300, 2012.
[16] “DIN EN ISO 527-1: Kunststofffe. Bestimmung der Zugeigenschhaften.
cuurved componeents for the airrcraft industryy. Teil 1: Allgemeiine Grundsätze,” 1996.
The manufaccturing of FM MLs by prepreeg press technnology [17] “DIN EN ISO 527-4: Kunststofffe. Bestimmung der Zugeigenschhaften.
ennables the prodduction of commplex pillar structures, whiich are Teil 4: Prüfbeedingungen für isotrop und aniisotrop faserversstärkte
Kunststoffverbuundwerkstoffe,” 1997.
ussed in a widee range of industrial applications. Aside, this
[18] “DIN EN ISO 527-5: Kunststofffe. Bestimmung der Zugeigenschhaften.
tecchnology alloows a significaant reduction of cycle timess from Teil 5: Prüüfbedingungen für unidirektiional faserversstärkte
soometimes seveeral hours to unnder 5 minutes. Kunststoffverbuundwerkstoffe,” 1997.
The availablle paper shoows basic invvestigations oof the [19] “DIN EN 25662: Luft- und Raumfahrt. Koohlenstoffaserversstärkte
Kunststoffe. U Unidirektionale L Laminate. Biegeeprüfung parallel zur
m
manufacturing oof FMLs by this t technologgy. Therefore,, plane Faserrichtung,” 1997.
hyybrid test plattes were mannufactured witth different pprocess
paarameters. Froom these plates standard teest specimenss were
cuut out. The reesults from thhe conducted tensile, threee- and
foour-point bendding tests dem monstrated the potentials oof this
innnovative apprroach. The proocess enables a manufacturring of
materials withh a good and reprodducible mechhanical
m
peerformance annd a high qualiity within cyclle times of lesss than
5m minutes.

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