Search Results (67)

Closed-section composite structures with corners present significant challenges during forming and molding for achieving the desired thickness distribution over the profile. The experimental investigation in the present work was designed to compare laminates constructed entirely from twill-weave carbon fabric prepregs with different hybrid laminates constructed by combining unidirectional (UD) carbon fiber prepregs around the flat and twill-weave fabric prepregs around the curved section. Although the UD fiber prepregs were found to be more compressible than the twill-weave prepregs, the desired thickness distribution (to within 2% of design geometry), along with the proper level of consolidation, was obtained only with the hybrid construction that had an equal number of UD plies around the flat and twill-weave plies around the curved section. In contrast, the thickness distribution obtained with the all-twill prepreg laminate deviated from the design geometry by 5.4%. Forming simulations incorporating experimentally derived compaction behavior of different plies were used to predict the local compaction, tool–ply contact pressures, and thickness profile of the molded part. The simulation results for thickness profiles showed similar trends to those observed in experiments. Full article

Prepreg tack is an important process quality parameter for prepregs during laying. Aiming at the current lack of standardized testing for prepreg tack, this paper established a quantitative testing method for prepreg tack—a compression-to-tension method—and proposed a parameter of Compression Tack Index as a quantitative evaluation index for prepreg tack. The prepreg/prepreg tack and prepreg/metal tack of carbon fiber reinforced epoxy prepregs were evaluated and the applicability of this compression-to-tension method was verified, comparing it with the qualitative testing method by vertical metal plates. The results show that the compression-to-tension method is suitable for quantitative testing of the tack for unidirectional prepregs and fabric prepregs, with good repeatability and stability of test results, and is not affected by personnel changes. Considering that tack characterization based only on the separation process cannot accurately evaluate the tack of different materials, Compression Tack Index is an accurate parameter that characterizes the prepreg tack because it can reflect the process of tack formation and tack separation. Compared with the vertical metal plate method, the discrimination of the test results by the compression-to-tension method is significant. The tack of the slitting prepreg without polyethylene film coating is lower than that of the mother prepreg (one-meter-width prepreg) with polyethylene film. Full article

Shape memory polymer composites (SMPCs) are promising materials in aerospace thanks to their light weight and ability to provide an actuation load during shape recovery, the magnitude of which depends on the laminates design. In this work, SMPCs were manufactured by alternating carbon fiber prepregs with a SM interlayer of epoxy resin. The number of composite plies ranged from 2 to 8 and two interlayer thicknesses were selected (100 μm and 200 μm in the lamination stage). Compression molding was performed for consolidation, and the interlayer’s thickness was reduced by edge bleeding. A thermo-mechanical cycle was applied for memorization. The shape fixity and the shape recovery of the vast majority of the SMPCs were above 90%, with the 200 μm/six-ply laminate recording the highest combination of values (94.8% and 95.7%, respectively). A significant effect due to the presence of a thicker interlayer was not evident, underlying the need to determine specific manufacturing procedures. Starting from these results, a lab-scale procedure was implemented to manufacture a smart device by embedding a microheater in the 200 μm/two-ply architecture. The device was memorized into a L-shape (90° bending angle), and a voltage of 24 V allowed it to recover 86.2° in 90 s, with a maximum angular velocity of 1.55 deg/s. Full article

The smoke toxicity of epoxy resin limits the application of its carbon fiber composites in marine interior structures. To address this issue, a novel epoxy resin (EZ) was synthesized by grafting phenyl propyl polysiloxane (PPPS) onto ortho-cresol novolac epoxy resin (EOCN), building upon the group’s earlier work on polysiloxane-modified epoxy resin (EB). The results confirmed successful grafting of PPPS onto EOCN, which significantly enhanced the thermal stability and char residue of EZ. Specifically, the peak heat release rate (PHRR), total heat release (THR), peak smoke production rate (PSPR), and total smoke production (TSP) of EZ were reduced by 68.5%, 35%, 73.1%, and 48.3%, respectively, attributable to the formation of a stable and compact char layer that suppressed smoke generation. By blending EZ with EB resin, a low-smoke epoxy system (LJF-2) was developed for prepreg applications. Carbon fiber composites (LJF-CF) prepared from LJF-2 exhibited minimal smoke emission and a unique bilayer char structure: a dense inner layer that hindered smoke transport and a thick outer layer that provided thermal insulation, delaying further resin decomposition. Silicon was uniformly distributed in the char residue as silicon oxides, improving its stability and compactness. Without adding any flame retardants or smoke suppressants, LJF-CF achieved a maximum smoke density (Ds,max) of 276.9, meeting the requirements of the FTP Code for ship deck materials (Ds,max < 400). These findings indicate that LJF-CF holds great promise for use in marine interior components where low smoke toxicity is critical. Full article

Compared with traditional continuous plant fiber-reinforced thermoplastic composites, their 3D-printed counterparts offer distinct advantages in the rapid fabrication of complex geometries with integrated forming capabilities. However, the impregnation process of continuous plant fiber yarn with thermoplastic resin presents greater technical challenges compared to conventional synthetic fibers (e.g., carbon or glass fibers) typically employed in continuous fiber composites, owing to the yarn’s unique twisted structure. In addition, low molding pressure during 3D printing makes resin impregnation more difficult. To address the impregnation difficulty within plant fiber yarn during 3D printing, we employed two low-viscosity resins, liquid thermoplastic resin (specifically, reactive methyl methacrylate) and thermosetting epoxy resin, to pre-impregnate flax yarns, respectively. A dual-resin prepreg filament is developed for 3D printing of flax fiber-reinforced composites, involving re-coating pre-impregnated flax yarns with polylactic acid. The experimental results indicate that liquid thermoplastic resin-impregnated composites exhibit enhanced mechanical properties, surpassing the epoxy system by 39% in tensile strength and 29% in modulus, attributed to improved impregnation and better interfacial compatibility. This preparation method demonstrates the feasibility of utilizing liquid thermoplastic resin in 3D-printed continuous plant fiber composites, offering a novel approach for producing highly impregnated continuous fiber filaments. Full article

This study investigates the fracture toughness of adhesive joints between carbon fiber-reinforced polymer composites (CFRP) and boron-alloyed high-strength steel under Mode I and II loading, based on linear elastic fracture mechanics (LEFM). Two adhesive types were examined: the excess resin from the prepreg composite, forming a thin layer, and a toughened structural epoxy (Sika Power-533), designed for the automotive industry, forming a thick layer. Modified double cantilever beam (DCB) and end-notched flexure (ENF) specimens were used for testing. The results show that using Sika Power-533 increases the critical energy release rate by up to 30 times compared to the prepreg resin, highlighting the impact of adhesive layer thickness. Joints with the thick Sika adhesive performed similarly regardless of whether uncoated or Al–Si-coated steel was used, indicating the composite/Sika interface as the failure point. In contrast, the thin resin adhesive layer exhibited poor bonding with uncoated steel, which detached during sample preparation. This suggests that, for thin layers, the resin/steel interface is the weakest link. These findings underline the importance of adhesive selection and layer thickness for optimizing joint performance in composite–metal hybrid structures. Full article

Fuel cells, propulsion systems, and reaction control systems (RCSs) are just a few of the space applications that depend on pressure vessels (PVs) to safely hold high-pressure fluids while enduring extreme environmental conditions both during launch and in orbit. Under these challenging circumstances, PVs must be lightweight while retaining structural integrity in order to increase the efficiency and lower the launch costs. PVs have significant challenges in space conditions, such as extreme vibrations during launch, the complete vacuum of space, and sudden temperature changes based on their location within the satellite and orbit types. Determining the operational temperature limits and endurance of PVs in space applications requires assessing the combined effects of these factors. As the main propellant for satellites and rockets, hydrogen has great promise for use in future space missions. This study aimed to assess the structural integrity and determine the thermal operating limits of different types of hydrogen pressure vessels using finite element analysis (FEA) with Ansys 2019 R3 Workbench. The impact of extreme space conditions on the performances of various kinds of hydrogen pressure vessels was analyzed numerically in this work. This study determined the safe operating temperature ranges for Type 4, Type 3, and Type 1 PVs at an operating hydrogen storage pressure of 35 MPa in an absolute vacuum. Additionally, the dynamic performance was assessed through modal and random vibration analyses. Various aspects of Ansys Workbench were explored, including the influence of the mesh element size, composite modeling methods, and their combined impact on the result accuracy. In terms of the survival temperature limits, the Type 4 PVs, which consisted of a Nylon 6 liner and a carbon fiber-reinforced epoxy (CFRE) prepreg composite shell, offered the optimal balance between the weight (56.2 kg) and a relatively narrow operating temperature range of 10–100 °C. The Type 3 PVs, which featured an Aluminum 6061-T6 liner, provided a broader operational temperature range of 0–145 °C but at a higher weight of 63.7 kg. Meanwhile, the Type 1 PVs demonstrated a superior cryogenic performance, with an operating range of −55–54 °C, though they were nearly twice as heavy as the Type 4 PVs, with a weight of 106 kg. The absolute vacuum environment had a negligible effect on the mechanical performance of all the PVs. Additionally, all the analyzed PV types maintained structural integrity and safety under launch-induced vibration loads. This study provided critical insights for selecting the most suitable pressure vessel type for space applications by considering operational temperature constraints and weight limitations, thereby ensuring an optimal mechanical–thermal performance and structural efficiency. Full article

The aim of this study was to compare the mechanical properties of carbon-fiber-reinforced polymer (CFRP) composites produced using three popular technologies. The tests were performed on composites produced from prepregs in an autoclave, the next variant is composites produced using the infusion method, and the third variant concerns composites produced using the vacuum-assisted hand lay-up method. For each variant, flat plates with dimensions of 1000 mm × 1000 mm were produced while maintaining similar material properties and fabric arrangement configuration. Samples for testing were cut using a plotter in the 0° and 45° directions. Non-destructive tests (NDTs) were carried out using the active thermography method, demonstrating the correctness of the composites, i.e., the absence of structural defects for all variants. Static peel strength tests were carried out for samples with different directional orientations. The tests were carried out at temperatures of +25 °C and +80 °C. At room temperature, similar strengths were demonstrated, which for the 0° orientation were 619 MPa, 599 MPa and 536 MPa for the autoclave, vacuum and infusion variants, respectively. However, at a temperature of +80 °C, only the composite produced in the autoclave maintained the stability of its properties, showing a strength of 668 MPa. Meanwhile, in the case of the composite produced by the infusion method, a decrease in strength at an elevated temperature of 46.5% was demonstrated, while for the composite produced by the hand lay-up method, there was a decrease of 46.2%. For the last two variants, differential scanning calorimetry (DSC) analysis of epoxy resins constituting the composite matrices was carried out, showing a glass transition temperature value of 49.91 °C for the infusion variant and 56.07 °C for the vacuum variant. In the three-point static bending test, the highest strength was also demonstrated for the 0ᵒ orientation, and the bending strength was 1088 MPa for the autoclave variant, 634 MPa for the infusion variant and 547 MPa for the vacuum variant. The fatigue strength tests in tension at 80% of the static strength for the infusion variant showed an average fatigue life of 678.788 × 10³ cycles for the autoclave variant, 176.620 × 10³ cycles for the vacuum variant and 159.539 × 10³ cycles for the infusion variant. Full article

The introduction of 3D printing technology has broadened manufacturing possibilities, allowing the production of complex cellular geometries, including auxetic and curved plane structures, beyond the standard honeycomb patterns in sandwich composite materials. In this study, the effects of cell design parameters, such as cell geometry (honeycomb and auxetic) and cell size (cell thickness and width), are examined on acrylonitrile butadiene styrene (ABS) core materials produced using fusion deposition modeling (FDM). They are produced as a result of the epoxy bonding of carbon epoxy prepreg composite materials to the surfaces of core materials. Increasing the wall thickness from 0.6 mm to 1 mm doubled the elastic modulus of the re-entrant structures (5 GPa to 10 GPa) and improved compressive strength by 50–60% for both geometries. In contrast, increasing cell size from 6 mm to 10 mm significantly reduced compressive strength by 80% (from 2.5–2.8 MPa to 0.5–0.6 MPa) and elastic modulus by 70–78% (from 9–10 GPa to 2–3 GPa). Flexural testing showed that the re-entrant cores, with a maximum load capacity of 148 N, exhibited more uniform deformation, while the honeycomb cores achieved a higher load capacity of 273 N but were prone to localized failures. These findings emphasize the directional anisotropy and specific advantages of auxetic and honeycomb designs, offering valuable insights for lightweight, high-strength structural applications. Full article

Hydrogen, as a zero-emission fuel, produces only water when used in fuel cells, making it a vital contributor to reducing greenhouse gas emissions across industries like transportation, energy, and manufacturing. Efficient hydrogen storage requires lightweight, high-strength vessels capable of withstanding high pressures to ensure the safe and reliable delivery of clean energy for various applications. Type V composite pressure vessels (CPVs) have emerged as a preferred solution due to their superior properties, thus this study aims to predict the performance of a Type V CPV by developing its numerical model and calculating numerical burst pressure (NBP). For the validation of the numerical model, a Hydraulic Burst Pressure test is conducted to determine the experimental burst pressure (EBP). The comparative study between NBP and EBP shows that the numerical model provides an accurate prediction of the vessel’s performance under pressure, including the identification of failure locations. These findings highlight the potential of the numerical model to streamline the development process, reduce costs, and accelerate the production of CPVs that are manufactured by prepreg hand layup process (PHLP), using carbon fiber/epoxy resin prepreg material. Full article

Due to increasing mobility and energy conservation needs, improving bus and coach safety without adding weight is essential. Many crashes with fatal outcomes for vehicle occupants are associated with the rollover of the vehicle, revealing the structural weakness of the steel pillars between windows, which must resist high levels of bending during rollovers. This study aims to reinforce these pillars with expired carbon fiber prepreg from the aircraft industry, improving safety and reducing environmental waste. To manufacture the pillars, shot-blasted hollow S275 steel tubes with a side length of 25 mm and a thickness of 1.5 mm were used. Bidirectional GG600T woven carbon fiber, CF, and aircraft-grade recycled carbon fiber-reinforced plastic, rCFRP, prepreg M21EV/IMA/3 were used as composite reinforcements. The first composite was made from a CF weave using the rigid epoxy resin Sicomin^® 8500/Sicomin^® SD8601. The rCFRP composite was frayed, and a new composite was made with the same rigid epoxy resin. Both composites were joined to the steel tube using a tough structural adhesive (SikaPower^® 1277). A third composite was obtained using the frayed rCFRP and the structural adhesive as a polymer matrix. All composites were treated with an APPT (atmospheric-pressure plasma torch) before being joined to the steel pillar with the structural adhesive. The comparison of the three reinforcements showed that the steel reinforced with the recycled prepreg composite manufactured with the rigid adhesive performed best, with a 50% increase in specific bending strength and only a 32% increase in weight. It also absorbed 71% more energy, which shows that this novel option for upcycling can noticeably increase the crashworthiness of structures. Full article

Steel pipeline systems carry about three-quarters of the world’s oil and gas. Such pipelines need to be coated to prevent corrosion and erosion. An alternative to the current epoxy-based coating, a multi-layered composite coating is developed in this research. The composite coatings were made from carbon fiber-reinforced thermoplastic polymer (CFRTP) material. Uniaxial carbon fiber CF/PPS prepreg tape was utilized, where the PPS (polyphenylene sulfide) is employed as a thermoplastic (TP) matrix. Compression molding was used to manufacture three flat panels, each consisting of seven plies: UD (Unidirectional), Biaxial, and Off-axis. Samples of carbon steel were coated with multi-layered composites. The physical, mechanical, and corrosion-resistant properties of steel-composite coated samples were evaluated. A better and more promising lap-shear strength of about 58 MPa was demonstrated. When compared to the Biaxial and Off-axis samples, the UD assembly had the maximum flexural strength (420 MPa); however, the Biaxial coating has the highest corrosion resistance (445 kΩ·cm²) when compared to the Off-axis and UD coatings. Full article

This study deals with the long-running challenge of joining similar and dissimilar materials using composite-to-composite and composite-to-metal joints. This research was conducted to evaluate the effects of surface morphology and surface treatments on the mechanical performance of adhesively bonded joints used for the aircraft industry. A two-segment, commercially available, toughened epoxy was chosen as the adhesive. Unidirectional carbon fiber prepreg and aluminum 2021-T3 alloys were chosen for the composite and metal panels, respectively. Surface treatment of the metal included corrosion elimination followed by a passive surface coating of Alodine^®. A combination of surface treatment methods was used for the composite and metal specimens, including detergent cleaning, plasma exposure, and sandblasting. The shear strength of the single-lap adhesive joint was evaluated according to the ASTM D1002. Ultraviolet (UV) and plasma exposure effects were studied by measuring the water contact angles. The test results showed that the aluminum adherent treated with sandblasting, detergent, and UV irradiation resulted in the strongest adhesive bonding of the composite-to-composite panels, while the composite-to-metal sample cleaned only with detergent resulted in the least bonding strength. The failure strain of the composite-to-composite bonding was reduced by approximately 50% with only sandblasting. However, extended treatment did not introduce additional brittleness in the adhesive joint. The bonding strength of the composite-to-composite panel improved by approximately 35% with plasma treatment alone because of the better surface functionalization and bonding strength. In the composite-to-aluminum bonding process, exposing the aluminum surface to UV resulted in 30% more joint strength compared to the Alodine^® coating, which suggests the origination of higher orders of magnitude of covalent groups from the surface. A comparison with published results found that the joint strengths in both similar and dissimilar specimens are higher than most other results. Detailed observations and surface analysis studies showed that the composite-to-composite bonding mainly failed due to adhesive and cohesive failures; however, failure of the composite-to-aluminum bonding was heterogeneous, where adhesive failure occurred on the aluminum side and substrate failure occurred on the composite side. Full article

Wrinkles are urgent problems to be solved in the process of hot diaphragm preforming. Inter-ply slipping resistance is one of the causes of wrinkles. In this paper, based on the vertical inter-ply slipping test system, the inter-ply slipping behaviors of carbon fiber-reinforced epoxy resin composite prepregs were characterized. The mechanism of wrinkles caused by inter-ply slipping resistance was analyzed. According to the different characteristics expressed by the fiber and resin during the slip process, the inter-ply slipping behaviors of the prepregs were divided into three stages. The effect of temperature on the inter-ply slipping stresses was shown. The temperature will affect the viscosity of the prepregs. When the viscosity of the prepregs is low, the inter-ply slipping resistance will decrease. Based on the Coulomb friction law and the hydrodynamic equation, the inter-ply slipping kinetic equation of the prepregs was established. The inter-ply slipping kinetic equation was introduced into the ABAQUS main program by the ‘vfriction’ subroutine. The introduction of inter-ply slipping dynamics improved the accuracy of predicting the shape and position of wrinkles. Full article

Delamination is a common type of damage in composite laminates that can significantly affect the integrity and stability of structural components. This study investigates the post-buckling behavior of carbon fiber-reinforced epoxy composite laminates with embedded delamination under quasi-static compression. Experimental tests were conducted using an electronic universal material testing machine to measure deformation and load-bearing capacity in the post-buckling stage. The specimens, prepared from T300 carbon fiber and TDE-85 epoxy resin prepreg, were subjected to axial compressive loads with delamination simulated by embedding Teflon films. Finite element analysis (FEA) was performed using ABAQUS software, incorporating a four-part model to simulate delaminated structures, with results validated against experimental data through comprehensive convergence analysis. The findings reveal that increasing delamination depth and length decrease overall stiffness, leading to an earlier onset of buckling. Structural instability was observed to vary with the size of delamination, while the post-buckling deformation mode consistently exhibited a half-wave pattern. This research underscores the critical impact of delamination on the structural integrity and load-bearing performance of composite laminates, providing essential insights for developing more effective design strategies and reliability assessments in engineering applications. Full article