Researchers at Fraunhofer ICT in Pfinztal have developed a camshaft module made of thermosetting composite materials. This lightweight camshaft module was realised in cooperation with the MAHLE Group and associated partners Daimler AG, SBHPP/Vyncolit NV and Georges Pernoud. The German Federal Ministry for Economic Affairs and Energy (BMWi) has been funding the project.

For this project, the research team opted for high-strength, fibre-reinforced thermoset polymers, as they are well able to withstand high temperatures and mechanical and chemical stresses such as those caused by synthetic motor oils and coolants, for instance. The camshaft module is located in the cylinder head, so normally in the upper installation space of the powertrain. Here, it makes particular sense to reduce weight, since doing so also contributes to lowering the vehicle’s centre of gravity.

Castings made from aluminium require extensive reworking, resulting in high costs. Fibre-reinforced thermoset polymers allow near-net-shape manufacturing, thus requiring comparatively little reworking and which again leads to reduced production cost. Also, at up to 500,000 units, the service life of thermoset polymer injection moulds is significantly higher than that of aluminium high-pressure die-cast moulds. Furthermore, plastics reinforced with a high fibre content have a much lower CO₂ footprint compared with aluminium, since this light metal is very energy-intensive to manufacture.

Another advantage of using these materials is the reduction in noise emissions. Rattling cars are not only annoying, but they are also a clear competitive disadvantage, so noise, vibration and harshness (NVH) characteristics are high up on the list of factors used to assess vehicle quality. Polymers have good damping characteristics.

The camshaft module features a monolithic design with integrated bearings – in other words, it is manufactured in one piece, thus reducing assembly time in the engine manufacturing plant. Car manufacturers receive a pre-assembled module from their supplier and can mount it on the engine with just a few simple mounting operations. This eliminates the need for separate, time-consuming installation of the camshaft. This innovative solution boasts an additional advantage: aluminium inserts in highly stressed areas of the camshaft bearings absorb the direct forces.

During initial tests on the engine, researchers observed positive operating performance, and weight savings were demonstrated compared with the aluminium reference part. They can produce camshaft modules made of thermoset polymer material much more easily than their counterparts made of light metal, and can even do it economically in an injection moulding process. Simulation calculations help engineers design and validate the prototype before the manufacturing process begins. Although the stiffness of the thermoset polymer is only a quarter of that of aluminium, design measures enable researchers to adhere to the maximum allowable deformation. After 600 hours of testing, the lightweight design element demonstrated flawless functionality in a state-of-the-art internal combustion engine. With the aid of the planned fuel injection tests, the project partners want to prove the functionality and the NVH characteristics taking the gas forces of the combustion process into account.

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Old wind power generators have to be disposed of – whether due to material fatigue or simply because they are being replaced by larger and more efficient systems. A study by the Fraunhofer Institute for Chemical Technology ICT predicts that the 15,000 rotor blades that will have to be discarded in 2024 will be joined by another 72,000 in the subsequent three years. We already have environmentally friendly methods for disposing of the steel and concrete in the wind power generators, but recycling the rotor blades remains problematic.

Firmly bonded and nearly impossible to separate

Rotor blades are not made of steel. “That would be too heavy and inflexible. They are made largely of glass-fibre-reinforced plastic (GFRP) and balsa wood bonded with epoxy or polyester resin,” says Peter Meinlschmidt, project manager at the Fraunhofer Institute for Wood Research, Wilhelm-Klauditz-Institut, WKI in Braunschweig. This bond is extremely strong. It has to be: the rotor blades reach top speeds of more than 250 kilometres per hour, subjecting them to an enormous force. For single-origin recycling, however, this is precisely the problem, as it is very difficult to separate the individual components of the composite material.

A rotor blade contains around 15 cubic metres of balsa wood, which is not only one of the world’s lightest woods, but also extremely resistant to pressure. “That’s the key advantage of balsa over most plastic foams,” explains Meinlschmidt. Previously, there was no possibility to recover it when disposing of the old rotor blades. “Although it has hardly any energy content, it is burned as a composite material, usually in cement factories. The cement raw materials have to be heated up to about 1500 degrees Celsius before they coalesce and form cement clinker, so these factories require a great deal of energy. In addition, the melted glass fibres and the ash can later be added to the cement and replace portions of the quartz sand that would otherwise have to be input into the process.” But the number of cement plants in Germany is limited (there are 53 in total), and so is their need for rotor blades as combustion material.

Disassembling rotor blades with a water jet lance

But there is still hope for getting the impending flood of rotor blades under control: Meinlschmidt and his team – Fraunhofer ICT colleagues and industry partners – have developed a new recycling technology. To recover and recycle the balsa from the rotor blades, the detached blades are disassembled on the spot. “The conventional approach is to use a band saw to cut the rotor blades into thirds or quarters, but this is a relatively complex process. That’s why we came up with the idea to try it with a water jet lance instead. And what do you know: it was much faster and better,” says an enthusiastic Meinlschmidt. The lance can be mounted on a special vehicle and controlled from there. “The tremendous thrust would make it extremely difficult to guide the lance by hand.” Then, while still on-site, the 10- to 20-metre-long rotor blade segments are fed into a mobile shredder that breaks them into pieces about the size of the palm of a hand.

Finally, the research team uses an impact mill to separate these pieces into their individual components. To this end, they are set in rotation and hurled against metal at high speed. As Meinlschmidt explains, “The composite material then breaks apart because the wood is viscoplastic, while glass fibres and resin are very hard.”

Insulating with rotor blades

At Fraunhofer WKI, the balsa pieces are processed to make, for instance, ultra-light-weight wood-fibre insulation mats. “Currently around 10 per cent of building insulation materials are made from renewable resources – there’s room for improvement here.” With a density of fewer than 20 kilograms per cubic meter, these mats are so far unique on the market and provide similarly good insulation to common polystyrene-based materials.

The recycled balsa can also be used to produce a novel, elastic wood foam. For this, it is ground to a very fine powder and combined with a foaming agent. The foam’s stability is created by the wood’s own cohesive forces, which render synthetic adhesives superfluous. The foam is suitable for use as an environmentally friendly insulating material, but also as a packaging material that can simply be disposed of in the paper recycling container.

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Carbon fibre-reinforced plastics (CFRP) are one of the most versatile composite construction materials. They combine the positive mechanical properties of their constituent parts – a polymer matrix reinforced with high-strength carbon fibres – to create a solution that offers high strength, high stiffness and low density. So why are CFRPs still struggling to achieve a real breakthrough at a time of increasing concerns about energy and resource efficiency? One reason is their high production costs – and another is the difficulty of machining and processing CFRP components.

The conventional way of assembling carbon fibre-reinforced polymer components is to drill holes in the fabricated CFRP module and then glue in metal fasteners such as threaded inserts. Replacing conventional parts with lightweight components requires connections between the CFRP part and the conventional parts that are both detachable and secure.

The CarboLase project, started by Fraunhofer in 2017 pursued a different approach by integrating the fasteners in the textile preforms. The final CFRP is then produced with an additional curing process that includes the fasteners. This can significantly shorten production process chains. However, this method only works if the cut-outs for the fasteners in the textile preform are drilled with extreme precision.

The project team developed a CFRP component manufacturing process that checked all the boxes by opting for a three-pronged approach of CNC cutting, laser processing and automated handling. They combined the technologies for these individual process steps in a single robot cell and automated all the steps in between. First, the preform is created by cutting, stacking and assembling the textiles. Next, an ultrashort pulsed (USP) laser drills high-precision cut-outs in the preforms for the metal fasteners.

The USP laser offers a good alternative to conventional manufacturing – but only if the laser is integrated into the robot cell. In a traditional set-up, the ultrashort pulses would be guided to their destination using mirrors, but this is hardly practical on a robot arm. To tackle this problem, experts from Fraunhofer ILT and AMPHOS GmbH worked together to develop a novel technology for coupling the USP laser beam in and out. The USP laser source is connected to the scanner on the robot arm via a hollow-core fibre.

To test the new method and demonstrate its technical feasibility, the project partners produced a demonstrator of a B-pillar component and subjected it to extensive mechanical testing, which it passed with flying colours. In a series of both pullout and torsion tests, the joints produced using the CarboLase method performed better than those in CFRP components produced by conventional means. Thanks to the interlocking connection between the inserts and the matrix material, the CFRP components produced using this new method can withstand a maximum pullout force up to 50 per cent higher than conventionally manufactured components with glued-in inserts. Depending on the component design, this improvement in mechanical performance offers the potential to reduce the overall component thickness and weight.

The CarboLase method offers designers considerably more creative freedom when it comes to defining fastener size and position. Robots and scanners can move much more freely on both the meter and micron scales than static mechanical machining centres. This paves the way for efficient mass customization of CFRP components that goes beyond the current state of the art. The dynamic USP laser drilling process is of particular interest for lightweight components in the aerospace and automotive sectors, offering the potential to reduce the process and material costs of CFRP component manufacturing.

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A thermoplastic bio-polyester, PLA is based on lactic acids, renewable resources from agricultural waste, or specially cultivated raw materials such as sugarcane. In the Bio4self project, Fraunhofer researchers fused two types of PLA to create so-called self-reinforced PLA composites.

This combines the advantages of PLA and composite materials. The newly developed PLA composites have high mechanical strength and rigidity while also exhibiting good water resistance. Like pure PLA, they are fully bio-based, easy to recycle, ductile and even industrially biodegradable. It was possible to substantially reduce the manufacturing costs, and the energy demands of PLA production are now approximately half those needed to manufacture petroleum-based plastics such as polypropylene and polycarbonate.

In PLA, the CO2 equivalent per kilogram of material used is half that of products based on fossil fuels, such as polypropylene and polyester. Furthermore, recycling PLA composites is very easy, as they are made up of just one material type and the fibres do not have to be separated from the matrix – an issue that makes the recycling of conventional fibre composite materials much trickier.

These composite materials represent a milestone in the development of functionalized bio-based material systems with high mechanical strength. And they make a substantial contribution to the closed-loop economy, because the composite can also be melted and, using existing manufacturing equipment, reprocessed into a new product for high-quality applications. Kevin Moser, project manager at Fraunhofer ICT

In the manufacture of the composite, two different PLA types with different melting points are combined into a self-reinforced PLA composite material. The higher-melting-point PLA is embedded as a reinforcing fibre in the lower-melting-point matrix. The resulting material rigidity can compete with commercially available self-reinforced polypropylene composites. It is planned to manufacture initial prototypes already later this year.

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Polyethylene would be an ideal material for lightweight construction, it’s energy-efficient, can be made from renewable raw materials and is almost residue-free recyclable, unfortunately, only Polyethylene components that are reinforced as composites for example with carbon or glass fibres are truly mechanically resilient.

Both Polyethylene and Polypropylene account for over half of all polymers produced worldwide. Polyethylene is found in many of the plastic products used every day and as a pure grade material, it’s infinitely reusable with the used products melted down and formed into new components with consistently good quality. Polyethylene is heated and converted back into raw materials that go back into the chemical industry or into building blocks for the production of hydrocarbon materials completely without residue. For this reason and because of their low weight, hydrocarbon materials are ideal for sustainable lightweight construction.

Up to this point, however, it hasn’t been possible to manufacture load-bearing components from regular Polyethylene because on its own it is not a strong enough material. Traditionally fillers like carbon or glass fibres have been used for reinforcement.

The addition of fillers does have a negative impact on the cost and the energy, raw material, environmental balance: production and recycling are considerably more difficult and expensive. So-called ultra-high molecular weight Polyethylene or UHMWPE for short, used as a high-performance material in medical implants such as acetabular cups or knee joints, offers an alternative. However, this pure, high-strength and abrasion-resistant material cannot be processed by injection moulding: It has to be pressed into a mould as a powder, sintered and then milled into the exact component in a complex and cost-intensive process. Although UHMWPE fibres can achieve the strength of steel, they are expensive and unsuitable for material recycling.

In the SusCOMP project, we carried out research on All-PE single component composites that can be processed by injection moulding and directly reinforce themselves. Of course, we were particularly interested in the mechanical properties of these composites. DSM already spins high-performance fibres from long UHMWPE molecular chains that orient themselves along the fibre direction, so-called “Dyneema” fibres. It would be technically possible to incorporate such fibres into PE as reinforcements, but this would involve a great deal of work and expense and would not be suitable for material recycling Raimund Jaeger, leader of the Polymer Tribology and Biomedical Materials group at the Fraunhofer Institute for Mechanics of Materials IWM in Freiburg

Prof. Dr Rolf Mülhaupt and his team at the Freiburg Materials Research Centre at the University of Freiburg found the solution to this challenge by finely distributing different catalysts, which can be used to produce PE in different chain lengths, along with the same catalyst carrier. In the subsequent synthesis of PE using ethylene polymerization, mixtures of low, medium and ultra-high molecular weight PE, known as reactor blends, are simultaneously produced on this catalyst.

With this trick, PE blends are produced directly during polymerisation that can be injection moulded without any problems, explains Prof. Dr Mülhaupt

The process avoids high viscosities, which are normally a challenge when a high proportion of UHMWPE molecular chains are to be processed in injection moulding. High shear currents, which occur during injection moulding in narrow injection moulds, cause fibre-like UHMWPE structures to form from the ultra-high molecular weight fraction via self-organization of the material. These fibres reinforce the composite and even orient themselves in the desired direction during injection moulding, thus ensuring mechanical stability. These components are also easy to recycle.

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The scientists at the Fraunhofer IWM tested samples of this new high-performance material for their material properties. The mechanical properties show: many applications are conceivable, for example, long furniture parts as well as rail and shutter guides or parts for car interiors. In addition to their low weight, the components also have the advantage that water-based lubricants are very well tolerated.

The follow-up project, 3D-SusCOMP, now involves processing the material using a 3D printer. Previously, the good properties of All-PE composites could only be achieved if the polymers were oriented when injecting them into a narrow mould. However, the reinforcement by self-organization exclusively occurs in the direction specified by the moulding tool. This is already a major step forward, but other component shapes and composite materials, so-called multidirectional composites, are also desirable. The scientists found out: the fibre structures also form in the nozzle of a 3D printer. In contrast to injection moulding, however, their orientation in the component can be controlled by the movement of the print head. As a result, many new applications for this recyclable material are conceivable: in addition to lightweight gear wheels in automobiles or for the food industry, it is also possible to produce robot grippers which adapt to the shape of a part, medical orthotics or connectors from a “single mould”.

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Offshore wind turbines are becoming ever larger, and the transportation, installation, disassembly and disposal of their gigantic rotor blades are presenting operators with new challenges.

The trend toward ever larger offshore wind farms continues with some rotor blades measuring up to 80 metres in length with rotor diameters of over 160 metres. Since the length of the blades is limited by their weight, it is essential to develop lightweight systems with high material strength.

The lower weight makes the wind turbines easier to assemble and disassemble, and also improves their stability at sea. In the EU’s WALiD (Wind Blade Using Cost-Effective Advanced Lightweight Design) project, scientists at the Fraunhofer Institute for Chemical Technology ICT in Pfinztal are working closely with ten industry and research partners on the lightweight design of rotor blades. By improving the design and materials used, they hope to reduce the weight of the blades and thus increase their service life.

These days, rotor blades for wind turbines are largely made by hand from thermosetting resin systems. These, however, don’t permit melting, and they aren’t suitable for material recycling. At best, granulated thermoset plastic waste is recycled as filler in simple applications.

Florian Rapp, the project coordinator at Fraunhofer ICT said;

In the WALiD project, we’re pursuing a completely new blade design. We’re switching the material class and using thermoplastics in rotor blades for the first time. These are meltable plastics that we can process efficiently in automated production facilities.

For the outer shell of the rotor blade, as well as for segments of the inner supporting structure, the project partners use sandwich materials made from thermoplastic foams and fibre-reinforced plastics. In general, carbon-fibre-reinforced thermoplastics are used for the areas of the rotor blade that bear the greatest load, while glass fibres reinforce the less stressed areas. For the sandwich core, Rapp and his team are developing thermoplastic foams that are bonded with cover layers made of fibre-reinforced thermoplastics in sandwich design. This combination improves the mechanical strength, efficiency, durability and longevity of the rotor blade.

The ICT foams provide better properties than existing material systems, thus enabling completely new applications – for instance in the automotive, aviation and shipping industries. In vehicles, manufacturers have been using foam materials in visors and seating, for example, but not for load-bearing structures.

The current foams have some limitations, for instance with regard to temperature stability, so they can’t be installed as insulation near the engine. Meltable plastic foams, by contrast, are temperature stable and therefore suitable as insulation material in areas close to the engine. They can permanently withstand higher temperatures than, for example, expanded polystyrene foam (EPS) or expanded polypropylene (EPP). Their enhanced mechanical properties also make them conceivable for use in door modules or as stiffening elements in the sandwich composite.

Yet another advantage is that thermoplastic foams are more easily available than renewable sandwich core materials such as balsa wood. These innovative materials are manufactured in the institute’s own foam extrusion plant in Pfinztal.

The process involves melting the plastic granules, mix a blowing agent into the polymer melt and foam the material. The foamed, stabilised particles and semi-finished products can then be shaped and cut as desired. In the area of foamed polymers, the ICT foam technologies research group covers the entire thermoplastic foams production chain, from material development and manufacture of extrusion-foamed particles and semi-finished products to process media and finished components.

The researchers will be presenting a miniature wind turbine made from the new foams and composites at the K 2016 trade fair in Düsseldorf from October 19 to 26.

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Cars must become lighter in order to reduce fuel consumption and for most car designers they are focused on reducing the weight from body parts, but the powertrain system, which includes the engine, also accounts for a large proportion of the vehicle’s weight.

Until now, carmakers have relied on aluminium to reduce the weight of engine components such as the cylinder block. In the future, car manufacturers will be able to achieve further weight savings by designing cylinder blocks in which certain parts are made of fibre-reinforced plastics.

An experimental engine developed by the Fraunhofer project group , in collaboration with plastics business unit of Sumitomo Bakelite in Japan used fibre-reinforced composite materials to create a cylinder casing for a one-cylinder research engine. The casing weighs around 20% less than its equivalent aluminium counterpart and costs the same to manufacture.

It seems an obvious solution to start replacing the heavier for the light, but getting there involved numerous technical challenges. The materials used have to be able to withstand extreme temperatures, high pressure and vibrations without suffering damage. That fact that plastics possessed these qualities was recognised back in the 80’s, but at that time it was only possible to produce this types of parts in a small volume and by investing a lot of effort in the form of manual labour, a no-go for the automotive industry, in which cylinder blocks are mass-produced in millions of units.

To ensure that their engine would be sufficiently robust they identified the areas subject to high thermal and mechanical loads, using metal inserts to strengthen its wear resistance. The researchers also modified the geometry of these parts to ensure that the plastic is exposed to as little heat as possible.

The characteristics of the plastic material also play an important role. It needs to be sufficiently hard and rigid, and resistant to oil, gasoline and glycol in the cooling water. It must also demonstrate good adherence to the metal inserts and not have a higher thermal expansion coefficient than the metal, otherwise the inserts would separate from the substrate.

The team uses a glass-fibre-reinforced phenolic composite developed by SBHPP, which fulfils all of these requirements and comprises 55% fibres and 45% resin. A lighter-weight but more expensive alternative is to use a carbon-fibre-reinforced composite – the choice depends on whether the carmaker wishes to optimise the engine in terms of costs or in terms of weight.

The researchers produce these components from granulated thermoset plastics using an injection moulding process. The melted composite material, in which the glass fibres are already mixed with the resin, hardens in the mould into which it was injected. The scientists analysed the process using computer simulations to determine the best method of injecting the material in order to optimise the performance of the finished product. The process is compatible with mass production scenarios and the manufacturing costs are significantly lower than those for aluminium engine parts, not least because it eliminates numerous finishing operations.

Test runs of the new engine have been completed successfully and has proven it’s capable of the same performance as conventionally built engines. It promises to offer further advantages such as lower running noise against engines relying exclusively on metal parts. Initial data also indicates that the amount of heat radiated to the environment is lower than that generated by aluminium-based engines. The scientists intend to take their research further by developing a multi-cylinder plastics-based engine, including the crankshaft bearings.

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Along with CTAG the project also involves some of the big names in Europe, in all 9 partner companies have signed up and include big names like Arkema, Airbus, Ford and Fraunhofer.

The use of carbon and glass fibre unidirectional continuous tape reinforced composites are one of the most promising options to face new challenges demanded by the transport sector. However, at the moment, the manufacturing methods to obtain composite parts made of this hybrid material are not mature enough for a full industrial implementation.

Main existing barriers are related to the high consumption of resources and lower rates of automation. FORTAPE aims to solve these drawbacks through the development of an efficient and optimised integrated system for the manufacturing of complex parts based on unidirectional fibre tapes for its application in the automotive and aeronautical industry, with the minimum use of material and energy.

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While composite materials are lighter and stronger, they are as you would expect more expensive and sometimes more tricky to fabricate, where cheaper alternative like glass fibre, can reduce the costs but tend to be heavier and not as strong, although thanks to new research this might be changing.

Researchers at the Application Centre for Wood Fibre Research of the Fraunhofer Institute for Wood Research, the Wilhelm-Klauditz-Institut WKI in Braunschweig are looking at natural alternatives to Carbon Fibre Reinforced Plastics in natural fibre composites made from flax, hemp, cotton and wood.

Variants derived from these natural materials are as affordable as glass fibres and have a lower density, they also burn cleanly without residues at the end of their life cycle. However these materials are nowhere near as strong or durable as carbon composites.

To get around the problem of cost, the research team started to combine carbon fibres with different bio based textile fibres, supplementing as opposed to replacing completely. The idea would be to put carbon fibres in areas where the part undergoes intense mechanical stress where in other areas you could use natural fibres, utilising the strengths and properties in different ways.

The researchers say by leveraging the materials in this way makes the composite parts more cost-effective, have a very high degree of durability, possess excellent acoustic properties and are substantially more ecological than pure carbon components.

As you would expect creating these hybrid composite materials is not a straightforward process. The botanical fibres need to be processed differently to interact with the different types of composite resins, ensuring that the fibres have been processed correctly however, can increase the durability of the materials by up to 50%. Such treatments are routine in carbon fibre production but when it comes to the use textile fibres for reinforcement, the researchers are treading on virgin territory.

As well as creating new hybrid materials, the researchers are also studying how the processing processes for these new materials can be implemented on an industrial scale. By the same token, they also have an eye on the proper disposal of hybrid materials. Because when it comes to recycling, fibre composite materials are a proverbial “tough nut to crack.” For instance, how can expensive carbon fibres be extracted from the matrix and recovered? With the hybrid materials they’ve engineered, the scientists are already considering in advance how these can be reprocessed or how, at least, individual materials components can be recovered for a new use or application. In doing so, they are pursuing various physical, thermal, and chemical approaches, de-pending on the material composition.

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The research collaboration agreement between MSC and the Fraunhofer Project Centre combines the state-of-the-art technology and capabilities of both partners. Development will be oriented particularly toward total solutions for the mass production of lightweight composites solutions serving the automotive sector. MSC is a global leading thermoset material supplier and has built a leadership position in automotive lightweight composites. The Company opened the Transportation Research and Application Centre in Duisburg, Germany, in 2012 where custom lightweight structural composite solutions for clients in the automotive, aerospace and mass transportation markets are supported with testing and application development.

The Fraunhofer Project Centre (FPC) at Western University is a not-for-profit partnership between Western University and the Fraunhofer Society, which is Europe’s largest research and development organisation for composite materials and their associated manufacturing technologies. The FPC at Western University is positioned to make London, Ontario, the leading site for development of lightweight composites for transportation, building materials and renewable energy sectors, while focusing on applied research in the fields of methods, materials and manufacturing technologies for composites.

Rich Myers, chief technology officer for Momentive said;

This partnership makes new processes such as HP-RTM or D-SMC lines much more accessible to the North American automotive industry as both the state-of-the-art systems and equipment will be available. The Company will also use the Fraunhofer Project Centre’s facility and equipment for its own independent research and product development with customers

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