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Potential Application Areas for Thermoplastic Composites
Published in R. Alagirusamy, Flexible Towpregs and Their Thermoplastic Composites, 2022
J. Krishnasamy, R. Alagirusamy, G. Thilagavathi
The thermoplastic towpreg composites are used in many transportation industries such as automotive, marine and other industries. Glass towpreg-based thermoplastic composites have been used in transportation vehicle parts such as bumper beams, engine covers etc. The matrix materials like polypropylene, nylon and polyester are used as thermoplastic matrices for developing the glass fibre reinforced composite. Similarly, carbon towpreg-based composites are also used as replacements for metal materials in high temperature and high performance applications. The advantages of thermoplastic composite materials arerecyclability, superior damage tolerance and fracture toughness, and ability to produce complex shapes using the towpreg winding. Among thermoplastic composites, the automotive and transportation sector have more demands for long-fibre thermoplastic (LFT) composites. For developing beams and shells of automobile bodies, chassis and drive shafts, 3D braided composites have been used. Similarly, the composites reinforced with non-crimp multi-axial glass fabrics are used in manufacturing the car bumper bars, floor panels and door members (Pisanikovski et al. 1998).
Reinforced composite materials
Published in Andrew Livesey, Alan Robinson, The Repair of Vehicle Bodies, 2018
The handling of polyester resin, glass fibre and ancillary materials such as catalysts presents several hazards which can be reduced to a minimum if the correct precautions are taken. Most glass fibre materials and resins are perfectly safe to use provided the potential hazards are recognized and reasonable precautions are adopted. Normally you will have no problems if you follow these rules: Do not let any materials come into contact with the skin, eyes or mouth.Do not inhale mist or vapours, and always work in a well-ventilated workshop.Do not smoke or use naked flames in the workshop.
Braiding and Recent Developments
Published in Asis Patnaik, Sweta Patnaik, Fibres to Smart Textiles, 2019
When the high modulus and high strength fibres are considered, E-glass is produced on a largest scale followed by S-glass, D-glass, A-glass and electrical/chemical resistance-glass. Ultrapure silica fibres, hollow fibres and trilobal fibres were other examples of special-purpose glass fibres (Wallenberger et al. 2001). Glass fibre is used in composite forms in transportation industries as drive shaft, structural panels and various components including tubes, joint and connectors, and electrical power cables and hoses. 2D braided fabrics made from ceramic fibres are used for the filtration of gases at high temperatures (Wallenberger 1999). Ceramic fibre was employed in composite forms in transportation as ablative structural parts and various components including rods, cones, tubes and connector. Carbon fibres are manufactured from an acrylic fibre precursor polyacrylonitrile and polyetheretherketone. Graphite fibre refers to a very specific structure in which adjacent aromatic sheets overlap with one carbon atom at the centre of each hexagon (Donnet and Bansal 1990; Buckley and Edie 1993). Carbon fibre is used in composite forms in transportation as drive shaft, structural panels and various car components including tubes, joints and connectors. Para-aramid fibre has very high strength with temperature resistance, with 60% strength and modulus retention at 260°C. It does not melt but chars to a black colour. Aramids are resistant to many solvents, have low water absorbency, but are sensitive to ultraviolet (UV). Para-aramid fibre is used climbing rope, mooring rope for petrol platform as well as ropes for marine, transportation as structural panels, car components, exhaust part, joint and connector (Hearle 2001).
Progressive failure analysis and burst mode study of type IV composite vessels
Published in Ships and Offshore Structures, 2022
Shan Jin, Peng Cheng, Yong Bai, Jeom Kee Paik, Jun Li
The composite wound vessel simulated in this paper is composed of a polymer liner, 6061-T6 aluminium bosses and composite reinforced layers. Due to the high strength of the composite layers, the polymer liner only has small deformation before the burst happens. Therefore, the polymer material is treated as an elastic material. The plastic property is considered for the aluminium and the elastic-perfectly plasticity model is used. The mechanical properties of these two materials are shown in Table 2. The glass fibre/matrix composite can be treated as a brittle material, which suffers brittle breakage without plastic deformation. Therefore the plastic properties of the composite are neglected in this paper, and the elastic material properties are summarised in Table 3.
Shear strength response of glass fibre-reinforced sand with varying compacted relative density
Published in International Journal of Geotechnical Engineering, 2019
Suchit Kumar Patel, Baleshwar Singh
The fibres used for soil reinforcement include both natural fibres (coir, jute, etc.) and synthetic fibres (glass, polypropylene, polyester, polyethylene, nylon, tyre, plastic fibres, etc.). Among these, glass fibre has high strength, stiffness, high ratio of surface area to weight and dimensional stability, which makes it more attractive as soil reinforcement material (Lutz and Grossman 2001). Glass fibre has the unique property of retaining its elastic modulus and tensile strength at 70–75% of that of original fibres even under 450 °C temperature (Ahmad, Bateni, and Azmi 2010). Its ready availability, high tensile strength, lightweight and non-biodegradable characteristics make it more beneficial for long-term ground improvement remediation (Mujah et al. 2013).
Fluorination of sized glass fibres for decreased wetting by atmospheric pressure plasma treatment in He/CF4
Published in The Journal of Adhesion, 2020
Daan J. Hottentot Cederløf, Yukihiro Kusano, Søren Fæster
Glass fibre composites are widely used in applications where high stiffness, low weight and low cost are required, for example in ship hulls and wind turbine blades. A common damage mechanism in composites is delamination, where adjacent plies are separated, due to out-of-plane loading, impact events, bolted joints or other stress concentrations. As delamination fronts (delamination cracks) grow, either statically or cyclically, structural failure may occur due to a loss of stiffness.[1,2] Various methods exist for reducing delaminations such as z-pinning[3] and inclusion of toughening particles.[4] Alternatively, a conservative design approach may be adopted, however, this leads to an unnecessarily heavy structure.