Search Results (16)

This paper presents the results of experimental testing of the bending strength and modulus of elasticity in edgewise bending of unreinforced and reinforced seven-layer LVL (laminated veneer lumber) poplar veneer panels. The aim of the research is to determine the influence of woven carbon fibers on the improvement of the bending properties and modulus of elasticity of LVL bending in the plane of the plate, as well as the influence of adhesives on the bending properties of the composite product, in order to test the potential of using this newly obtained material as a structural element. Bending was performed on small-scale samples. The main research task is the examination of three types of reinforcement, which differ from each other in position, orientation, and number of layers of reinforcement, using two different types of adhesives: epoxy adhesive and Melamine Urea Formaldehyde Resins (MUF). The composite material was produced in four different combinations in relation to the orientation and position of the reinforcement in the layup. The applied reinforcement is defined through three different configurations (EK1, EK2, and EK3) and a fourth control sample (EK4). Each configuration was produced by applying the two previously mentioned types of adhesives. The research findings showed that in the case of samples produced by applying CFRP (carbon fiber reinforced polymer) using epoxy adhesive, it significantly affected the increase in bending strength and flexural modulus of elasticity. The average improvement in bending strength is 32.9%, 33.2%, and 38.7%, i.e., the flexural modulus of elasticity is 54.1%, 50.7%, and 54.7%, respectively, for configurations EK1, EK2, and EK3, compared to control sample EK4. During the testing, the test samples from reinforced panels EK1 and EK2 showed partly plastic behavior up to the fracture point, while the diagram for the test samples from reinforced panels EK3 shows elastic behavior to a considerable extent, with a significantly smaller plastic behavior zone. This research proved the impossibility of using melamine-urea formaldehyde adhesive to form a composite product based on veneer and carbon fabric. The greatest contribution of this work is the experimentally verified and confirmed result of the possibility of applying poplar veneer to design structural elements in LVL using epoxy adhesive. Full article

The present investigation was conducted on the low-speed impact response of quasi-isotropic [±45/0/90°]_xs hybrid composite through laboratory level experimental tests. The purpose was to understand the behaviour that the different stacking sequences of hybrid glass/carbon fibre composites has on the ability of the material to sustain loads during low-speed impact events without developing critical structural failure in the material and improving the impact energy absorption properties, which is a relevant matter in aerospace and automotive industries. Drop-weight impact tests were carried out on two different laminates, with different stacking sequences, each of which were 16 symmetric inter-ply hybrid laminates named GC [+45G/−45C/0G/90C]₄s and, respectively, G-C [+45G/−45G/0G/90G/+45C/−45C/0C/90C]₂s, where G stands for glass fibre and C for carbon fibre. Both were comprised of epoxy matrix reinforced carbon/E-glass fibre woven fabric composites. The outcome of changing the hybrid stacking sequence, on the impact performances, was discussed. The damage morphologies and local failure mechanisms were analysed using visual inspection and a high-resolution laser scanner. Under 33 J impact energy, both tested hybrid composites exhibited approximately 10 kN peak load. Nevertheless, one key parameter, the time to peak load, significantly changed; the damage initiation threshold for GC samples occurred immediately before 6 kN, whereas for G-C samples this threshold appeared much earlier. This type of behaviour was partly connected to the delay in the propagation of delamination and fibre breakage, which was influenced by the high elastic energy absorption of the carbon fibres when compared with the glass fibres. The absorbed energy was higher for GC configuration, whereas a higher DI was observed for samples G-C indicating that a high percentage of the total energy was dissipated through the propagation of in-plane and out-of-plane fibre/matrix cracks. No perforation was observed on either configuration; nevertheless, the damage area significantly changed both in size and appearance from one configuration to another. Full article

Three different laminated composites are used in this study: carbon fiber, woven glass fiber, and glass-fiber-reinforced epoxy. The composite laminate structures were fabricated using the hand lay-up technique at room temperature. The laminates were reinforced with epoxy resin, carbon fibers (CFRP), woven glass fibers (GFRP-W), and random-orientation glass fibers (GFRP-R) to obtain laminates with eight layers. The wear test was performed using a pin-on-disc tribometer with five different loads of 10, 20, 30, 40, and 50 N at room temperature and a constant speed of 3 m/s. In addition, three different surfaces were lubricated: dry, with grease, and with oil. The effect of lubrication on the weight loss of the laminates was measured. The linear elastic finite element model FEM was derived to simulate the pin on the disc and the failure mode in shear mode for the case of dry lubrication. In addition, the FEM allows the friction force to be measured to determine the friction coefficient numerically. For validation, a simple analytical model based on the shear stress induced by the laminates at the interfaces was extracted to measure the friction coefficients. Tensile strength is a characteristic property that is very important for the purpose of material description from FEM and the analytical model. Therefore, it was determined experimentally with a simple tensile test. The results show that the wear rate is better with GFRP-R composites. Moreover, the wear rate with grease is lower than with oil or dry. The FEM showed that the coefficient of friction decreases with normal force to a minimum value of 0.02 for the case of 50 N normal force and for GFRP-R, while the maximum value of the coefficient of friction was 0.55 for CFRP at 10 N normal load and the FEM results were in good agreement with the analytically determined data. Full article

In the present work, three different woven composite laminates were fabricated using the hand lay-up method. The woven reinforcement fibres were carbon fibres (CFRP), glass fibres (GFRP-W) and (GFRP-R) in combination with epoxy resin. Then, the central notch specimen tensile test (CNT) was used to measure the fracture toughness and the corresponding surface release energy ($G_{IC}$). Then, the data were compared with the essential work of fracture (we) values based on the stored energy of the body to obtain a new standard fracture toughness test for composite laminates using relatively simple techniques. In addition to an extended finite element model, XFEM was implemented over a central notch specimen geometry to obtain a satisfactory validation of the essential work of fracture concepts. Therefore, the average values of ($G_{IC}$) were measured with CNT specimens 25.15 kJ/m², 32.5 kJ/m² and 20.22 kJ/m² for CFRP, GFRP-W and GFRP-R, respectively. The data are very close as the percentage error for the surface release energy measured by the two methods was 0.83, 4.6 and 5.16 for carbon, glass and random fibre composite laminates, respectively. The data for the fracture toughness of XFEM are also very close. The percentage error is 4.6, 5.25 and 2.95 for carbon, glass and random fibre composite laminates, respectively. Therefore, the fundamental work of the fracture concept is highly recommended as a fracture toughness test for composite laminates or quasi-brittle Material. Full article

The complexity of biaxial tests and analysis of their results makes it difficult to study the interlaminar shear properties of fibre-reinforced composites, particularly under through-thickness compression, which occurs in thick-walled composite elements. The improvements in experimental methods to study the features of the nonlinear behaviour of composites under biaxial loading is now an important and relevant task in the development aircraft structural elements made of carbon fibre-reinforced polymers. This study aimed to develop a new experimental approach for the reliable determination of the interlaminar shear properties of laminates under through-thickness compression using a standard testing machine. An appropriate V-notched specimen was developed based on the configuration of well-known Iosipescu and butterfly-shaped specimens. The approach is demonstrated using woven carbon/epoxy laminates. Both the preliminary assessment of the stress fields under combined compression/shear loading and the analysis of fracture mechanisms were performed with finite-element modelling in a three-dimensional formulation. The digital image correlation (DIC) method was used to obtain experimental, full-field deformations of the specimens and to estimate the uniformity of the strain distribution in the gauge section. The stress–strain curves were obtained under biaxial loading, and the corresponding features of the composite failure behaviour were analysed in detail. It was found that the maximum compression strain on the stress–strain curves, in some cases, corresponded to the discontinuity in the composite structure. In these cases, the disproportionate changes in through-thickness strains in the gauge section of the specimens were recorded at the maximum load. With the increase in through-thickness compression stresses, the difference between the shear strength values, determined by the maximum load and the maximum compressive strain, increased by up to 20%. It was shown that the assessment of the composite strength at maximum load at the design stage significantly increased the risk of premature failure of the composite elements during exploitation. Full article

In this paper, the mechanical properties of fiber-reinforced epoxy laminates are experimentally tested. The relaxation behavior of carbon and glass fiber composite laminates is investigated at room temperature. In addition, the impact strength under drop-weight loading is measured. The hand lay-up technique is used to fabricate composite laminates with woven 8-ply carbon and glass fiber reinforced epoxy. Tensile tests, cyclic relaxation tests and drop weight impacts are carried out on the carbon and glass fiber-reinforced epoxy laminates. The surface release energy G_IC and the related fracture toughness K_IC are important characteristic properties and are therefore measured experimentally using a standard test on centre-cracked specimens. The results show that carbon fiber-reinforced epoxy laminates with high tensile strength give high cyclic relaxation performance, better than the specimens with glass fiber composite laminates. This is due to the higher strength and stiffness of carbon fiber-reinforced epoxy with 600 MPa compared to glass fiber-reinforced epoxy with 200 MPa. While glass fibers show better impact behavior than carbon fibers at impact energies between 1.9 and 2.7 J, this is due to the large amount of epoxy resin in the case of glass fiber composite laminates, while the impact behavior is different at impact energies between 2.7 and 3.4 J. The fracture toughness K_IC is measured to be 192 and 31 MPa √m and the surface energy G_IC is measured to be 540.6 and 31.1 kJ/m² for carbon and glass fiber-reinforced epoxy laminates, respectively. Full article

The application of fiber-reinforced plastic (FRP) composites as structural elements of air vehicles provides weight saving, which results in a reduction in fuel consumption, fuel cost, and air pollution, and a higher speed. The goal of this research was to elaborate a new optimization method for a totally FRP composite construction for helicopter floors. During the optimization, 46 different layer combinations of 4 different FRP layers (woven glass fibers with phenolic resin; woven glass fibers with epoxy resin; woven carbon fibers with epoxy resin; hybrid composite) and FRP honeycomb core structural elements were investigated. The face sheets were composed of a different number of layers with cross-ply, angle-ply, and multidirectional fiber orientations. During the optimization, nine design constraints were considered: deflection; face sheet stress (bending load, end loading); stiffness; buckling; core shear stress; skin wrinkling; intracell buckling; and shear crimping. The single-objective weight optimization was solved by applying the Interior Point Algorithm of the Matlab software, the Generalized Reduced Gradient (GRG) Nonlinear Algorithm of the Excel Solver software, and the Laminator software. The Digimat-HC software solved the numerical models for the optimum sandwich plates of helicopter floors. The main contribution is developing a new method for optimizing a totally FRP composite sandwich structure—due to its material constituents and construction—that is more advantageous than traditional helicopter floors. A case study validated this fact. Full article

Co-cured multi-material metal–polymer composites joints are recent interesting structural materials for locally reinforcing a structure in specific areas of high structural requirements, in fibre metal laminates and lightweight high-performance structures. The influence of manufacturing processes on the morphological quality and their mechanical behaviour has been analysed on joints constituted by sol-gel treated Ti6Al4V and carbon fibre reinforced composites (CFRP). In addition, carbon nanotubes (CNT) have been added to an epoxy matrix to develop multiscale CNT reinforced CFRP, increasing their electrical conductivity and allowing their structural health monitoring (SHM). Mechanical behaviour of manufactured multi-material joints is analysed by the measurement of lap shear strength (LSS) and Mode I adhesive fracture energy (GIC) using double cantilever beam specimens (DCB). It has been proven that the addition of MWCNT improves the conductivity of the multi-material joints, even including surface treatment with sol-gel, allowing structural health monitoring (SHM). Moreover, it has been proven that the manufacturing process affects the polymer interface thickness and the porosity, which strongly influence the mechanical and SHM behaviour. On the one hand, the increase in the adhesive layer thickness leads to a great improvement in mode I fracture energy. On the other hand, a lower interface thickness enhances the SHM sensibility due to the proximity between MWCNT and layers of conductive substrates, carbon woven and titanium alloy. Full article

The health monitoring of structures is of great interest in order to check components’ structural life and monitor damages during operation. Self-monitoring materials can provide both the structural and monitoring functionality in one component and exploit their piezoresistive behavior, namely, the variation of electrical resistivity with an applied mechanical strain. In this work, self-monitoring plies were developed to be inserted into glass-fiber reinforced epoxy-based laminates in order to achieve structural monitoring. Nanocomposite epoxy-based resins were developed employing different contents of high surface area carbon black (CB, 6 wt%) and multiwall carbon nanotubes (MWCNT, 0.75 and 1 wt%), and rheologically and thermomechanically characterized. Self-monitoring plies were manufactured by impregnating glass woven fabrics with the resins, and were laminated with non-sensing plies via a vacuum-bag process to produce sensored laminates. The self-monitoring performance of the laminates was assessed during monotonic and cyclic three-point bending tests, as well as ball drop impact tests. A higher sensitivity was found for the CB-based systems (Gauge Factor 6.1), while MWCNTs (0.55 and 1.04) ensure electrical percolation at lower filler contents, as expected. The systems also showed the capability of being used to predict residual life and damage occurred under impact. Full article

This work focuses on investigating the curing process of an epoxy-based resin—Aerotuf 275-34^TM, designed for aerospace applications. To study the curing degree of Aerotuf 275-34^TM under processing conditions, woven carbon fiber fabric (WCFF)/Aerotuf 275-34^TM composite laminates were produced by compression molding using different processing temperatures (110, 135, 160, and 200 °C) during 15 and 30 min. Then, the mechanical behavior of the composite laminates was evaluated by tensile tests and correlated to the resin curing degree through Fourier-transform infrared spectroscopy (FTIR) analysis. The results show the occurrence of two independent reactions based on the consumption of epoxide groups and maleimide (MI) double bonds. In terms of epoxide groups, a conversion degree of 0.91 was obtained for the composite cured at 160 °C during 15 min, while the measured tensile properties of [±45°] WCFF/Aerotuf 275-34^TM laminates confirmed that these epoxy resin curing processing conditions lead to an enhancement of the composite mechanical properties. Full article

The application of fiber-reinforced plastic (FRP) composite materials instead of metals, due to the low density of FRP materials, results in weight savings in the base plates of aircraft pallets. Lower weight leads to lower fuel consumption of the aircraft and thereby less environmental damage. The study aimed to investigate replacing the currently used aluminum base plates of aircraft pallets with composite sandwich plates to reduce the weight of the pallets, thereby the weight of the unit loads transported by aircraft. The newly constructed sandwich base plate consists of an aluminum honeycomb core and FRP composite face-sheets. First, we made experimental tests and numerical calculations for the investigated FRP sandwich panel to validate the applicability of the calculation method. Next, the mechanical properties of 40 different layer-combinations of 4 different FRP face-sheet materials (phenolic woven glass fiber; epoxy woven glass fiber; epoxy woven carbon fiber; and hybrid layers) were investigated using the Digimat-HC modeling program in order to find the appropriate face-sheet construction. Face-sheets were built up in 1, 2, 4, 6 or 8 layers with sets of fiber orientations including cross-ply (0°, 90°) and/or angle-ply (±45°). The weight optimization method was elaborated considering 9 design constraints: stiffness, deflection, skin stress, core shear stress, facing stress, overall buckling, shear crimping, skin wrinkling, and intracell buckling. A case study for the base plate of an aircraft pallet was introduced to validate the optimization procedure carried out using the Matlab (Interior Point Algorithm) and Excel Solver (Generalized Reduced Gradient Nonlinear Algorithm) programs. In the case study, the weight of the optimal structure (epoxy woven carbon fiber face-sheets) was 27 kg, which provides weight savings of 66% compared to the standard aluminum pallet. The article’s main added value is the elaboration and implementation of an optimization method that results in significant weight savings and thus lower fuel consumption of aircraft. Full article

Manufacturing-based carbon fibre-reinforced polymer (CFRP) and glass fibre-reinforced polymer (GFRP) wastes (pre-consumer waste) were recycled to recover valuable carbon fibres (CFs) and glass fibres (GFs), utilising a novel thermal recycling process with a cone calorimeter setup. The ideal conditions to recycle both the fibres occurred at 550 °C in atmospheric pressure. The processing time in the batch reactor to recycle CFs was 20–25 min, and to recycle GFs it was 25–30 min. The recovery rate of the recycled CFs was 95–98 wt%, and for GFs it was 80–82 wt%. Both the recycled fibres possessed a 100–110 mm average length. The resin phase elimination was verified by employing scanning electron microscopy (SEM). Furthermore, the fibres were manually realigned, compression moulded at room temperature, and cured for 24 h by a laminating epoxy resin system. The newly manufactured CFRP and GFRP composites were continuous (uniform length from end to end), unidirectionally oriented (0°), and non-woven. The composites were produced in two fibre volumes: 40 wt% and 60 wt%. The addition of ≈20 wt% recycled CFs increased the tensile strength (TS) by 12%, young modulus (YM) by 34.27% and impact strength (IS) by 7.26%. The addition of ≈20 wt% recycled GFs increased the TS by 75.14%, YM by 12.23% and the IS by 116.16%. The closed-loop recycling approach demonstrated in this study can effectively recycle both CFRP and GFRP manufacturing wastes. Preserving the structural integrity of the recycled fibres could be an advantage, enabling recycling for a specified number of times. Full article

Composite industry has long been seeking practical solutions to boost laminate through-thickness strengths and interlaminar shear strengths (ILSS), so that composite primary structures, such as stiffeners, can bear higher complex loadings and be more delamination resistant. Three dimensional (3D) woven fabrics were normally employed to render higher transverse and shear strengths, but the difficulty and high expense in producing such fabrics make it a hard choice. Based on a novel idea that the warp yarns that interlock layers of the weft yarns might provide adequate fiber crimps that would allow the interlaminar shear or radial stresses to be transferred and borne by the fibers, rather than by the relatively weaker matrix resin, thus improving the transverse strengths, this work provided a two point five dimensional (2.5D) approach as a practical solution, and demonstrated the superior transverse performances of an economical 2.5D shallow-bend woven fabric (2.5DSBW) epoxy composites, over the conventional two dimensional (2D) laminates and the costly 3D counterpart composites. This approach also produced a potential candidate to fabricate high performance stiffeners, as shown by the test results of L-beams which are common structural components of any stiffeners. This study also discovered that an alternative structure, namely a 2.5D shallow-straight woven fabric (2.5DSSW), did not show any advantages over the two control structures, which were a 2D plain weave (2DPW) and a 3D orthogonal woven fabric (3DOW) made out of the same carbon fibers. Composites of these structures in this study were conveniently fabricated using a vacuum-assisted resin infusion process (VARI). The L-beams were tested using a custom-made test fixture. The strain distribution and failure mode analysis of these beams were conducted using Digital Image Correlation (DIC) and X-ray Computed Tomography Scanning (CT). The results demonstrated that the structures containing Z-yarns or having high yarn crimps or waviness, such as in cases of 3DOW and 2.5DSBW, respectively, were shown to withstand high loadings and to resist delamination, favorable for the applications of high-performance structural composites. Full article

The effects of different fabric materials namely weave designs (plain and satin) and fabric counts (5 × 5 and 6 × 6) on the properties of laminated woven kenaf/carbon fibre reinforced epoxy hybrid composites were evaluated. The hybrid composites were fabricated from two types of fabric, i.e., woven kenaf that was made from a yarn of 500tex and carbon fibre, by using vacuum infusion technique and epoxy resin as matrix. The panels were tested for tensile, flexural, and impact strengths. The results have revealed that plain fabric is more suitable than satin fabric for obtaining high tensile and impact strengths. Using a fabric count of 5 × 5 has generated composites that are significantly higher in flexural modulus as compared to 6 × 6 which may be attributed to their structure and design. The scanned electron micrographs of the fractured surfaces of the composites demonstrated that plain woven fabric composites had better adhesion properties than satin woven fabric composites, as indicated by the presence of notably lower amount of fibre pull out. Full article

A fast-cure carbon fiber/epoxy prepreg was thermoformed against a replicated automotive roof panel mold (square-cup) to investigate the effect of the stacking sequence of prepreg layers with unidirectional and plane woven fabrics and mold geometry with different drawing angles and depths on the fiber deformation and formability of the prepreg. The optimum forming condition was determined via analysis of the material properties of epoxy resin. The non-linear mechanical properties of prepreg at the deformation modes of inter- and intra-ply shear, tensile and bending were measured to be used as input data for the commercial virtual forming simulation software. The prepreg with a stacking sequence containing the plain-woven carbon prepreg on the outer layer of the laminate was successfully thermoformed against a mold with a depth of 20 mm and a tilting angle of 110°. Experimental results for the shear deformations at each corner of the thermoformed square-cup product were compared with the simulation and a similarity in the overall tendency of the shear angle in the path at each corner was observed. The results are expected to contribute to the optimization of parameters on materials, mold design and processing in the thermoforming mass-production process for manufacturing high quality automotive parts with a square-cup geometry. Full article