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23rd International Conference on Material Forming (ESAFORM 2020)

23rd International Conference on Material Forming (ESAFORM 2020)
Combined Curing and Forming of Fiber Metal Laminates
Combined Curing and Forming of Fiber Metal Laminates
Thomas Heggemanna,*, Werner Homberga, Hüseyin Saplia
Thomas Heggemanna,*, Werner Homberga, Hüseyin Saplia
Chair of Forming and Machining Technology (LUF), Paderborn University, Warburger Str. 100, 33100 Paderborn, Germany
a

a
Chair of Forming and Machining Technology (LUF), Paderborn University, Warburger Str. 100, 33100 Paderborn, Germany
* Corresponding author. Tel.: +49-5251-60-5350; fax: +49-5251-60-5342. E-mail address: th@luf.uni-paderborn.de
* Corresponding author. Tel.: +49-5251-60-5350; fax: +49-5251-60-5342. E-mail address: th@luf.uni-paderborn.de

Abstract
Abstract
For ecological and economic reasons, the main goals in the automotive industry are the reduction of fuel consumption and the CO2 emissions of
future car generations.
For ecological On most
and economic cars with
reasons, combustion
the main goals inengines producedindustry
the automotive today, the
arebody accountsof
the reduction forfuel
oneconsumption
of the largestandshares by weight,
the CO2 which
emissions of
has a leverage
future effect onOnthemost
car generations. weight
carsof thecombustion
with other vehicle components.
engines produced Reducing
today, thethebody
weight of thefor
accounts carone
bodyof is
thethus veryshares
largest important for reducing
by weight, which
climate-damaging
has a leverage effect CO2 on emissions.
the weight Standard composites
of the other are highly advantageous
vehicle components. Reducing theinweight
terms of their
the carweight
body and mechanical
is thus properties
very important but very
for reducing
cost-intensive due to
climate-damaging CO2the emissions.
need for manual processing.
Standard A promising
composites approach
are highly for the automated,
advantageous in terms oflargetheirscale
weightproduction of lightweight
and mechanical car structures
properties but very
with a high stiffness-to-weight
cost-intensive due to the need for ratio is theprocessing.
manual combination A of high strength
promising steelfor
approach alloys and CFRP prepregs
the automated, large scalein production
a hybrid material – fiber metal
of lightweight laminate
car structures
(FML) – which
with a high can be further processed
stiffness-to-weight ratio is theby forming technologies
combination such as
of high strength deep
steel drawing.
alloys FML prepregs
and CFRP consists of in two sheet-metal
a hybrid materialtop layers
– fiber withlaminate
metal a CFRP
core. With
(FML) this layer
– which can bestructure, the forming
further processed process can
by forming be simplified
technologies such by comparison
as deep drawing. to FML
the forming
consistsofofstandard composite
two sheet-metal topmaterial. Thea CFRP
layers with
patches
core. arethis
With chambered within the
layer structure, the forming
top layers and do
process cannotbe come into by
simplified contact with the
comparison to tool surfaces.ofThe
the forming forming
standard of fibermaterial.
composite metal laminates
The CFRP is
significantly more cost-efficient
patches are chambered within the thantop
thelayers
formingandofdostandard
not comecomposite materials.
into contact with Inthecurrent research being
tool surfaces. conducted
The forming by themetal
of fiber Chairlaminates
of Forming is
and Machining
significantly moreTechnology (LUF)
cost-efficient thanatthe
theforming
University of Paderborn,
of standard compositemanufacturing
materials. Inprocesses are being
current research developed
being conducted forby
thetheproduction of high
Chair of Forming
strength
and automotive
Machining structure (LUF)
Technology components
at theinUniversity
fiber metaloflaminates. This
Paderborn, paper presentsprocesses
manufacturing the resultsare
of ongoing experimental
being developed andproduction
for the numerical research
of high
at the LUF
strength into the forming
automotive structureof hybrid fiber
components in metal laminates.
fiber metal The paper
laminates. focuses
This paper on thethe
presents dimensional accuracy
results of ongoing of deep drawn
experimental and FML-parts and the
numerical research
individual
at the LUFmeasures (tool, process
into the forming and fiber
of hybrid material design)
metal necessary
laminates. for achieving
The paper focuses the
on desired part quality.
the dimensional accuracy of deep drawn FML-parts and the
© 2020 The
individual Authors.(tool,
measures Published
process byand
Elsevier Ltd.design) necessary for achieving the desired part quality.
material
© 2020
This
© 2020
is anThe
open
The Authors. Published
accessPublished
Authors. article under by
the Elsevier
Ltd. Ltd. license https://creativecommons.org/licenses/by-nc-nd/4.0/)
CC BY-NC-ND
by Elsevier
Thisisisan
This anopen
Peer-review open
under access article
responsibility
access article underunder the BY-NC-ND
CC BY-NC-ND
of the scientific
CC committee oflicense
licensethe 23rd(https://creativecommons.org/licenses/by-nc-nd/4.0/)
International Conference on Material Forming.
https://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of the scientific committee
Peer-review under responsibility of the scientific committee of the 23rd of the 23rd International
International Conference
Conference on Material
on Material Forming. Forming.
Keywords: Hybrid Forming; Multi Material System; Sheet Metal, Carbon Fiber Reinforced Plastic (CFRP); Automotive Lightweight Design, Integrated
Forming,
Keywords:Advanced Fiber Placement,
Hybrid Forming; Deep Drawing,
Multi Material Fiber Metal,
System; Sheet Metal Laminate
Carbon Fiber Reinforced Plastic (CFRP); Automotive Lightweight Design, Integrated
Forming, Advanced Fiber Placement, Deep Drawing, Fiber Metal Laminate

1. Introduction to 20% of the total weight of a vehicle, the body offers great
1. Introduction to 20% offor
potential theweight
total weight
savingsof[2].
a vehicle,
A common the body offers isgreat
approach the
In the context of scarcer fossil raw materials and rising fuel potential forofweight
substitution savingsmaterials
high-density [2]. A common approach
such as steel is the
by lighter,
In thelightweight
prices, context of scarcer
designsfossil
are raw materials and
increasingly rising fuel
entering the substitution
low density ofmaterials
high-density
with materials such as steel
a high strength, such by
as lighter,
CFRP.
prices, lightweight
automotive industry.designs
One ofaretheincreasingly
key objectives enteringin the low density weight
Significant materialsadvantages
with a high canstrength, such as
be realized by CFRP.
using
automotive industry.
development Onegenerations
of future car of the key is theobjectives
reduction of in fuel
the Significantmaterials
composite weight [3,7].
advantages
However, canthebe
highrealized
materialby using
costs and
development and,
consumption of future car generations
concomitantly, is the reduction
the reduction of fuel
of pollutant and composite
the necessitymaterials [3,7]. However,
of employing manualthe high materialprocesses
manufacturing costs and
consumption
CO2 emissions.and,Aconcomitantly,
reduction in thethe vehicle
reduction of pollutant
weight leads toanda the necessity
limit the use ofofjust
employing
compositesmanual
to the manufacturing
high-priced carprocesses
segment.
CO2 emissions.
greater ratio of Apayload
reductionto indeadweight
the vehicle and, weight in leads to a
addition, limit promising
One the use of just composites
approach to the high-priced
is structural components carinsegment.
a multi
greater ratio
functions such of payload to and
as acceleration deadweight and, in are
driving dynamics addition,
better One promising
material design,approach is structural
such as hybrid parts components in a multi
made of high-strength
functions
met. such mass
A lower as acceleration
results in and
lowerdriving dynamicsascent,
acceleration, are better
and material
steel withdesign, suchreinforcements.
local CFRP as hybrid partsSuch made of high-strength
hybrid components
met. A resistances.
rolling lower mass results
Overall,in this
lower acceleration,
results in a lowerascent, and
energy steel with
have costlocal CFRP reinforcements.
advantages compared with Such exclusively
hybrid components
CFRP
rolling resistances.
consumption and lowerOverall, this results
CO2 emissions. In aincar,
a lower
a mass energy
saving have cost advantages
components compared inwith
and can be reinforced exclusivelymanner.
a load-adapted CFRP
consumption
of 100 kg leads andtolower CO2ofemissions.
a saving 0.3-0.5 l of Infuel
a car,
pera mass
100 kmsaving
and components
The divergentand can beand
physical reinforced in a properties
mechanical load-adapted manner.
of steel and
aofreduction
100 kg leads to -a14
of 8.5 saving of 0.3-0.5
g of CO2 per km l of fuel
[1]. per 100 km
Accounting forand
up The divergent
CFRP, however,physical
requireand
themechanical properties of
separate production of each
steel part
and
a reduction of 8.5 - 14 g of CO2 per km [1]. Accounting for up CFRP, however, require the separate production of each part
2351-9789 © 2020 The Authors. Published by Elsevier Ltd.
This is an©open
2351-9789 access
2020 The article
Authors. under by
Published theElsevier
CC BY-NC-ND
Ltd. license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review
This is an open
2351-9789 under
access
© 2020 responsibility
Thearticle under
Authors. of the
the CC
Published scientific
BY-NC-ND
by Elsevier committee
license
Ltd. of the 23rd International Conference on Material Forming.
https://creativecommons.org/licenses/by-nc-nd/4.0/)
10.1016/j.promfg.2020.04.118
Peer-review
This under
is an open responsibility
access of the
article under the scientific
CC BY-NC-NDcommittee of the
license 23rd International Conference on Material Forming.
https://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of the scientific committee of the 23rd International Conference on Material Forming.
 Thomas Heggemann et al. / Procedia Manufacturing 47 (2020) 36–42 37
2 Thomas Heggemann/ Procedia Manufacturing 00 (2019) 000–000

with a subsequent bonding process. This results in long, parts is affected negatively. Especially in radii areas of the
complex process chains and in relatively long process times, workpieces the wall thickness distributions are not
which are predetermined by the curing times of conventional homogeneous due to the high contact pressures.
structural adhesives. An alternative, promising approach for the Regarding the forming behavior of CFRP patches, the main
economic, automated mass production of lightweight structures deformation mechanisms are interlaminar layer slip, draping
with a high stiffness-to-weight ratio is the combination of high- (displacement in individual layers), and transversal flow and
strength steel alloys and CFRP prepregs in special hybrid resin percolation inside the prepreg. [10,11,12] As a result,
material – fiber-metal laminate (FML), which can be further delamination, buckled and torn off rovings can be observed in
processed by forming processes such as deep drawing. FML flange and frame areas.
consists of metal sheet top layers with a CFRP core. The CFRP
patches are chambered within the sheet metal layers and are not 2. Experimental Setup
in direct contact with the tool surfaces. Compared to the
forming of just composites, the forming process can be
simplified and the process chain gets shorter, which is
significantly more economic. Fiber metal laminates also have
the particular advantage that the mechanical properties of the
components produced can be adjusted by the number of CFRP
layers and the fiber orientation of the individual patches within
the layers.
Direct substitution of sheet metal parts with FML is not
possible due to the fact that the material behaviors of metal and
CFRP diverge. Hence an adequate material and process design
has to be investigated. The focus of the current research work
being carried out by the LUF is the development of an adequate
process and material design for the manufacture of structural
parts made of FML with enhanced mechanical properties and a
high shape and dimensional accuracy.
By contrast to composite materials, metals have
approximately isotropic mechanical properties and deform
through elastic and plastic flow. The plastic forming behavior
of metals depends in general on the stress rate, the load speed
and the temperature [5,6].
Composite materials such as CFRP consist of fiber and a
matrix material and have a high anisotropy and divergent
forming behavior. In respect of the fiber itself, the mechanical
properties in the fiber direction are highly dissimilar compared
to the transverse fiber direction [4].
Thermosetting matrix materials have to be cured from a
viscous resin until they attain their final strength. The curing
process is dependent on time, temperature and the prevailing
pressure.
Automotive body parts often have complex geometries with
unsteady drawing depths which are manufactured by forming
processes such as deep drawing. During the forming process,
combined pressure-tension stresses and tension-tension stresses
are induced in the main forming zone, which is the flange. The
tangential pressure stresses that occur lead to a wrinkling of the
flange during the deep drawing process. In order to prevent
wrinkling, tool elements such as blank holders induce normal
stresses at the surface of the flange. When the blank holder
force FBH exceeds a certain value, the tension forces that occur
lead to a thinning of the material and consequently to bottom Fig. 1. Schematic image of the semi-finished product and the combined
tears and cracks. [5,6] forming and curing process
Deep drawing of FML sheets with non-adapted rigid tools
leads to several typical defects: as long as the matrix material is Appropriate tests were designed and carried out at the LUF
not cured, pressure stresses applied by normal forces, for for developing an advanced tool and process design and for
example, can lead to hydrostatic conditions within the FML examining the forming behaviour of the FML sheets during the
sheet, which forces the resin to flow into neighboring zones. [8, deep drawing process and the resulting shape and dimensional
9] As a result, the shape and dimensional accuracy of the FML accuracy of the finished parts. The effects of the combined
tensile pressure stresses and bending stresses that occur on the
38 Thomas Heggemann et al. / Procedia Manufacturing 47 (2020) 36–42
Thomas Heggemann/ Procedia Manufacturing 00 (2019) 000–000
semi-finished parts were investigated using a cup-design
specimen geometry.
Fig. 2. Schematic image of FML UD layer sequence
The FML specimens consisted of two circular top layer
sheet-metal blanks (HCT490X, s0 = 0.55 mm) with an initial
diameter of D0 = 180 mm and one to three layers of
unidirectional CFRP prepregs with 230 g/m2 fiber weight per
unit area and a resin content of 39%. The CFRP prepreg patches
also had an initial diameter of D0 = 180 mm.
Fig. 3. Schematic image of the CFRP patch geometry
For the experimental investigations, a temperature-stable
ETFE foil with a thickness of sF = 25µm was used in order to
minimize friction between the hybrid sheets and the active tool
surfaces and to stop the resin from contaminating the tools. The
tool setup consisted of a stamp, a blank holder and a die. All
3
the active tool elements can be heated with heating cartridges.
The stamp is cylindrical and has a diameter of dSt = 99 mm and
a radius of rSt = 10 mm. The cylindrical die has an inner
diameter of dD = 105 mm and a blanking radius of rD =10 mm.
The drawing depth used in the experiments was h = 38 mm.
The tools were mounted inside a high precision pillar guide
rack to achieve a high level of parallelism between the active
tool elements, and especially between the die and the blank
holder. The tool setup was mounted inside a hydraulic press.
For the experimental investigations, the FML sheets were
positioned inside the tool setup. The active tools were heated
to a temperature of TT = 140°C for the combined forming and
curing process.
Fig. 4. Schematic image of the FML design 1 and the layer sequence
After placing the hybrid sheets in the tool setup, the forming
procedure was started. A blank holder force of FBH,1 = 260 kN
was used for the forming operation. After the forming process,
the FML specimens were cured at a curing temperature of
TC = 140°C inside the tools for the curing time of
tC = 10 minutes. After the curing process, the parts were
extracted from the forming tools. To analyse the forming result
and to evaluate the quality achieved in the FML parts, the
 Thomas Heggemann et al. / Procedia Manufacturing 47 (2020) 36–42
4 Thomas Heggemann/ Procedia Manufacturing 00 (2019) 000–000
specimens were cut in the center and examined by optical and
tactile methods, such as microscopy.
Fig. 5. Schematic image of the patch design 2 and the layer sequence
Fig. 1 b) shows the process and the tool setup of the
combined forming und curing process. In a first step, the FML
sheet is applied to the die. In the next step, the forming process
is initiated. The punch force FP as well as the blank holder force
FBH, 1 will be set for this, and the semi-finished FML part is
formed through the punch into the die. The wrinkling of the
FML sheet during the process, caused by the tangential stresses
occurring at the flange, is suppressed by normal stresses
applied by the blank holder. After the forming process, the
hybrid part remains inside the tool until the matrix material is
cured to its full strength.
To investigate the influence of the number of CFRP layers
on the forming behaviour and on the resulting shape and
dimensional accuracy of the FML components, one to three
CFRP layers were used as the core. The semi-finished
component used for the first experiments thus consisted of two
top-layer circular sheet-metal blanks and one to three inner
layers of unidirectional CFRP prepregs as shown in Fig. 2. The
CFRP layer of the single layer FML sheet was arranged with a
39
fiber orientation of 0°. The second layer of CFRP inside the
two-layer FML was rotated by 90° compared to the first layer,
giving the FML sheet an orthotropic design. The third layer
inside the three-layer FML sheet was also rotated by 90°
compared to the second layer so that the layer sequence was
0°/90°/0°. To investigate the influence of the fiber orientation
on the forming behavior and on the resulting shape and
dimensional accuracy, in particular in the frame area of the
FML components, two different patch designs were used for
the experimental investigations. The basic geometry used for
this purpose is shown in Fig. 3. The circular unidirectional
CFRP patch had an outer radius of Ro = 90 mm, a defined fiber
direction (design 1: 0 °, see Fig. 4; design 2: 90 °, see Fig. 5)
and two circular recesses with the radii of Ri = 90 mm,
resulting in a width of bi = 89 mm at the thinnest point. The
recesses were filled by two biconvex UD prepreg patches with
radii of Ro = 90 mm and Ri = 90 mm and a fiber direction
rotated by 90 ° compared to the first patch. Thus, for a single
prepreg layer, a combined 0°/90° fiber orientation results. As a
result of the patch arrangement, the fibers arranged in the frame
and flange area of the FML sheet are subjected during the
forming process to tangential compressive stresses in the fiber
direction (design 2) or transversely to the fiber direction
(design 1).
3. Results
In order to determine the influence of the number of
unidirectional CFRP layers used on the resulting shape and
dimensional accuracy of the hybrid components, FML sheets
with one to three unidirectional CFRP layers were formed and
Fig. 6. Wrinkle height hwr inside the specimens dependent on the number of
CFRP Layers
40 Thomas Heggemann et al. / Procedia Manufacturing 47 (2020) 36–42
Thomas Heggemann/ Procedia Manufacturing 00 (2019) 000–000
Fig. 7. Wrinkle height hwr inside the specimens, 1-Layer, dependent on the
patch design
cured inside the tool system developed. Fig. 6 illustrates the
relationship between the heights of the wrinkles hwr and the
measuring depth zmd inside the analysed specimens. Due to the
normal force FBH,1 applied by the blank holder, no wrinkles can
be determined at the top of the flange area. Thus, the first
measuring plane is in the feed zone and has a depth of
zmd = 2.5 mm from the top of the flange.
Fig. 8. Wrinkle height hwr inside the specimens, 2-Layer, dependent on the
patch design
The wrinkles measured in this depth have a height of
hwr = 0.42 mm for an FML sheet with a single-layer
unidirectional CFRP patch and sink steadily until a measuring
depth of zmd = 17 mm to a value of hwr = 0.15 mm. The height
of the wrinkles hwr then increases up to a measuring depth of
zmd = 22 mm to a value of hwr = 0.24 mm and decreases further
with an increasing measuring depth zmd, so that at a measuring
5
depth of about zmd = 27 mm wrinkle heights of about hwr = 0.05
mm can be detected.
In FML sheets with two unidirectional CFRP layers rotated
by 90 degrees in relation to each other, the average wrinkle
heights hwr in the feed zone and in the flange area are increased
by about 79 % compared to single-layer FML sheets. The
forming of three-layered FML sheets leads to even higher
values of the wrinkle heights hwr, especially in the upper frame
area. In conclusion, additional FML layers with unidirectional
fiber direction leads to a significant deterioration of the shape
and dimensional accuracy inside the FML components.
Fig. 9. Wrinkle height hwr inside the specimens, 3-Layer, dependent on the
patch design
In further investigations, the prepreg patch alignments as
shown in Fig. 4 and Fig. 5 were used to determine the influence
of the fiber orientations in the flange and frame area on the
resulting shape and dimensional accuracy of the FML
components. The measurement results of the wrinkle heights of
both single layered FML designs are shown in Fig. 7. For
reference, the gradients of the wrinkle height of the
unidirectional FML are marked gray. The orange-marked curve
represents the wrinkle heights of those specimens which tend
to absorb compressive forces transversely to the fiber direction
in the main forming zone and in the frame area during the
forming process (design 1, Fig. 4). The blue curve represents
those FML specimens that tend to absorb compressive forces
in the fiber direction (design 2, Fig. 5). For both designs, short
as well as long and continuous fibers result due to the patch
geometry. Design 1 shows a similar course of the wrinkle
height over the measuring depth compared to the reference but
this leads to a slight deterioration of the shape and dimensional
accuracy from a measuring depth deeper than zmd = 13 mm. A
fiber arrangement in which the patches tend to be loaded by
compressive stresses in the fiber direction in the edge region of
the sheets during the forming process (design 2) results in a
significant reduction in the wrinkle height. Thus, with this
design, the shape and dimensional accuracy is improved by up
to 95% compared to the reference. Due to the fiber orientation
and the shortened fiber length, the fibers can slip into each other
in the fiber direction. Additional flow channels for the resin are
 Thomas Heggemann et al. / Procedia Manufacturing 47 (2020) 36–42
6 Thomas Heggemann/ Procedia Manufacturing 00 (2019) 000–000
released so that the resin is distributed in the frame area.
The curves of the wrinkle heights of the two-layered FML
(unidirectional references are marked dark grey) and the
investigated patch designs (blue and orange) are shown in Fig.
8. The curves of the unidirectional reference and design 1
(orange) show a very similar course. A significant
improvement in the shape and dimensional accuracy over the
entire range of the feed zone and frame can be achieved when
using design 2 (blue). On average, an improvement of the shape
and dimensional accuracy of about 55% can be achieved with
this fiber arrangement.
Fig. 10. Microsectional view of the frame area at a measuring depth of
zmd = 17 mm for the investigated designs (3-layerer FML)
The curves of the wrinkle heights for the three-layered
41
unidirectional reference (black) and design 1 (orange) are
presented in Fig. 9. Wrinkle heights of between hwr = 0.60 mm
and hwr = 0.80 mm at depths of up to zmd = 20 mm can be
observed. Thus design 1 does not significantly improve the
shape and dimensional accuracy for this stacking sequence. A
significant improvement can be achieved by aligning the
patches according to design 2, in which the short and long
fibers in the forming zone and in the frame area can slip into
each other. Compared to design 1 this fiber alignment allows a
more homogeneous distribution of the resin. Fig. 10 shows the
micro sectional views of the frame areas at a measuring depth
of zmd = 17 mm of the three layered FML specimen. For the
UD FML and design 1, large pores can be detected inside the
wrinkles, as marked with the yellow arrows. The occurring
pore formation can be attributed to the resulting circumferential
fiber alignment when the cup geometry is formed. With design
2, the resin can be distributed homogeneous in circumferential
direction in the frame area, resulting in less and smaller pores
and lower wrinkle heights hwr. The flow resistance for the resin
in fiber direction is lower compared to the transversal flow
direction. Concequently with this patch arrangement a
significant improvement in the shape and dimensional accuracy
of 60% on average can be achieved.
4. Conclusion
In this study, experimental research has been conducted into
the development of the process and material design for the
manufacture of deep drawn parts made of FML sheets. The
main focus of these investigations was to determine the
influence of the number of CFRP layers and the fiber alignment
with the aim of improving the shape and dimensional accuracy
of the FML parts during the combined forming and curing
process. The wrinkle height of the inner metal sheets was
reduced by almost 64%, from hwr = 0.24 mm down to
hwr = 0.09 mm for FML cups with one layer of CFRP. For the
two- and three-layered FML components, the wrinkle heights
were reduced by 60%. Future work will investigate the transfer
of knowledge from this study to more complex geometries.
Acknowledgements
The authors gratefully acknowledge the financial support
from the European Regional Development Fund (ERDF) and
the state of North Rhine-Westphalia (NRW).
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