FlexHyJoin · Project

Automated Joining of Metal and Plastic Parts for Lightweight Car Manufacturing

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Imagine you want to glue metal and plastic together in a car to make it lighter and more fuel-efficient. Current methods are either too heavy (bolts), too slow (adhesives), or too weak. FlexHyJoin combined laser and induction heating to bond these materials without adding extra weight, and built a fully automated production cell that could run on a factory floor. Think of it as welding, but for materials that normally refuse to stick together.

By the numbers

consortium partners involved

countries represented

industry partners in consortium

67%

industry partner ratio

core requirements addressed (weight neutrality, cost/time efficiency, bonding strength)

total project deliverables

The business problem

What needed solving

Automakers need lighter cars to meet emissions targets, and combining metal with thermoplastic composites is the most promising path. But joining these two materials reliably, quickly, and without adding extra weight is an unsolved production problem. Current methods — adhesive bonding, bolts, rivets — each fail on at least one of the three critical requirements: weight neutrality, speed, or bond strength.

The solution

What was built

The project built a fully automated pilot production cell that combines laser joining and induction joining with metal surface texturing, all controlled by an online quality assurance system. Demonstrator parts were manufactured and the process achievements and limits were documented across 7 deliverables.

Audience

Who needs this

Tier 1 automotive suppliers producing multi-material body structuresComposite part manufacturers joining thermoplastics to metal substructuresLaser and induction welding equipment OEMs looking for hybrid material applicationsAutomotive OEMs with lightweighting programs for electric vehicle platformsIndustrial automation integrators building joining cells for mixed-material assembly

Business applications

Who can put this to work

Automotive Manufacturing

enterprise

Target: Tier 1 automotive suppliers producing multi-material body and structural parts

If you are a Tier 1 supplier dealing with the challenge of joining metal to thermoplastic composites for lightweight vehicle bodies — this project developed a fully automated pilot production cell combining laser joining and induction joining that bonds these materials without bolts or adhesives, preserving the full weight savings. A demonstrator part was manufactured and validated across 12 consortium partners in 5 countries.

Aerospace Composites

enterprise

Target: Composite part manufacturers supplying fuselage or interior components

If you are a composites manufacturer struggling to join thermoplastic fiber-reinforced panels to metal frames without adding weight or weakening the bond — this project built surface texturing technology that creates micro-scale form-closure between metal and polymer, delivering high mechanical bonding performance. The process was integrated into a continuous, automated line with online quality control.

Industrial Automation & Joining Equipment

mid-size

Target: Manufacturers of laser or induction welding systems

If you are a joining equipment maker looking to expand into hybrid material processing — this project demonstrated that laser joining and induction joining can be combined in a single automated production cell with integrated process control and quality assurance. The consortium included 8 industry partners who validated the approach for mass production readiness.

Frequently asked

Quick answers

What would it cost to adopt this joining technology?

The project data does not include specific equipment or licensing costs. However, since the system integrates commercially available laser and induction joining equipment into a single cell, costs would depend on production volume and part complexity. Contact the coordinator for pricing discussions.

Can this scale to mass automotive production?

Yes, that was a core objective. The project specifically designed the pilot process for mass production of automotive parts, with a fully automated, continuous production cell including online process control and quality assurance. The demonstrator parts were manufactured to validate production-scale feasibility.

What about intellectual property and licensing?

The project was coordinated by Leibniz-Institut für Verbundwerkstoffe (IVW) in Germany with 12 partners across 5 countries. IP arrangements would need to be discussed directly with the consortium. The Innovation Action funding scheme typically encourages technology transfer to industry.

How does this compare to adhesive bonding or bolted joints?

The objective explicitly states that adhesive bonding and bolted joints fail to meet all three requirements simultaneously: weight neutrality, cost/time efficiency, and bonding strength. FlexHyJoin's laser and induction approach requires no additional material, making it weight-neutral while delivering high mechanical performance through surface texturing.

What quality assurance is built in?

The system includes online process control and quality assurance integrated directly into the automated production cell. Optical sensors were part of the technology stack (per EuroSciVoc classification), enabling real-time monitoring during the joining process.

How long does the joining process take compared to alternatives?

Based on available project data, the system was designed for maximum time and cost efficiency through full automation in a single continuous process. Specific cycle times are not published in the objective, but eliminating adhesive curing time and bolt insertion steps would significantly reduce per-part processing time.

Consortium

Who built it

The FlexHyJoin consortium is strongly industry-oriented: 8 out of 12 partners (67%) are industry players, with the remaining 4 being research organizations and zero universities — unusual for EU projects and a strong signal of commercial intent. The consortium spans 5 countries (Austria, Switzerland, Germany, Spain, Italy), all with significant automotive manufacturing sectors. The coordinator, Leibniz-Institut für Verbundwerkstoffe (IVW), is Germany's leading composites research institute. With 2 SMEs in the mix, the consortium balances large industrial capacity with smaller specialized companies, suggesting the technology was designed for real factory deployment, not just academic publication.

LEIBNIZ-INSTITUT FUR VERBUNDWERKSTOFFE GMBHCoordinator · DE
CENTRO RICERCHE FIAT SCPAparticipant · IT
FUNDACION TECNALIA RESEARCH & INNOVATIONparticipant · ES
NEW INFRARED TECHNOLOGIES SLparticipant · ES
FILL GESELLSCHAFT MBHparticipant · AT
EDAG ENGINEERING GMBHparticipant · DE

How to reach the team

Leibniz-Institut für Verbundwerkstoffe GmbH (IVW), Kaiserslautern, Germany — use SciTransfer for a warm introduction

Order a report on this consortium See LEIBNIZ-INSTITUT FUR VERBUNDWERKSTOFFE GMBH profile →

Next steps

Talk to the team behind this work.

Want to explore this hybrid joining technology for your production line? SciTransfer can connect you directly with the FlexHyJoin team and help assess fit for your specific materials and volumes.

Order a report on this topic More in Manufacturing & Industry 4.0