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Genesis of a novel high-rate composite manufacturing process using large-scale additive manufacturing – compression molding (AM-CM) system: Possibilities and limitations∗

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Abstract

Oak Ridge National Laboratory (ORNL) has developed a highly automated manufacturing process for thermoplastic composites that combines the benefits of Additive Manufacturing and Compression Molding (AM-CM) to produce high-performance functional composite structures at automotive production rates. The AM-CM process creates highly precise preforms by additively placing extruded fiber-filled polymers (with controlled fiber orientations and multi-material configurations) in the desired mold location before undergoing a secondary compression molding process immediately before the preform cools down. Preforms can be in the form of short, long-chopped, or continuous fiber-filled thermoplastic polymers (e.g., CF/GF-filled ABS, PC, LM-PAEK, etc.). The AM-CM process combines the benefits of controlled fiber alignment, that is only achievable in AM-printed parts with the classical CM process, which eliminates porosity and good surface finish. A preform created using AM-CM can integrate various materials to enable additional architectural functionalities, including over-molding, selective stiffening, and the incorporation of electrically or thermally conductive channels. All these advantages come with a fast part production cycle time. The AM-CM process can manufacture multi-material, multi-functional parts in under 3 min, starting from raw material (pellets) to the final product. The novel AM-CM process offers superior microstructural control and enhanced multi-functionality previously unattainable with any other traditional high-rate thermoplastic composite manufacturing method. This work covers the manufacturing concept, system development, materials and applications of AM-CM process in detail.

Original languageEnglish
Article number113101
JournalComposites Part B: Engineering
Volume309
DOIs
StatePublished - Jan 15 2026

Funding

The authors gratefully acknowledge support from the Composite Core Program (CCP 2.0), supported by Vehicle Technologies Office, Office of Energy Efficiency and Renewable Energy , U.S. Department of Energy. Portions of the research were sponsored by Advanced Materials and Manufacturing Technology Office , under contract DE-AC05-00OR22725 with UT-Battelle, LLC. Authors Berin Šeta, Jon Spangenberg would like to acknowledge the support of the Innovation Fund Denmark (Grant no. 0223-00084B ) and Independent Research Fund Denmark (Contract No. 0171-00115B and 4264-00161B ). ∗This manuscript has been authored in part by UT-Battelle, LLC, under contract DE-AC05-00OR22725 with the US Department of Energy (DOE). The US government retains and the publisher, by accepting the article for publication, acknowledges that the US government retains a nonexclusive, paid-up, irrevocable, worldwide license to publish or reproduce the published form of this manuscript, or allow others to do so, for US government purposes. DOE will provide public access to these results of federally sponsored research in accordance with the DOE Public Access Plan ( http://energy.gov/downloads/doe-public-access-plan ).

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