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Adhesively Bonded Composite Joints in Aerospace Application
Published in Mohamed Thariq Hameed Sultan, Murugan Rajesh, Kandasamy Jayakrishna, Repair of Advanced Composites for Aerospace Applications, 2022
Thulasidhas Dhilipkumar, Murugan Rajesh
Researchers established adhesive bonding techniques to overcome the disadvantages of mechanical joining (Banea and Da Silva 2009). Adhesive bonding is the suitable joining method in which adhesive is applied between the adherend surface, then cured to produce an adhesive joint. The main advantage of the adhesively bonded joint is that drilling of holes and use of fasteners are not needed, and it ensures relatively lightweight structures. Therefore, the use of structural adhesive to join composite parts has extensively increased in aerospace, submerged vehicle and automotive industries owing to their high strength, flexibility and uniform stress distribution (Banea et al. 2018). The Boeing 787 Dreamliner reduced nearly 50% of its final weight and achieved 20% less fuel consumption due to the efficient use of composite in its structure using the adhesive bonding method (Giurgiutiu 2016). Furthermore, the adhesive bonding method is used to repair damaged composite structures, allowing these repairs to be completed without causing further damages to substrates (Olajide, Kandare, and Khatibi 2017).
Joining Technologies
Published in Raghu Echempati, Primer on Automotive Lightweighting Technologies, 2021
When designing adhesive-bonding applications, optimizing joint design is an important consideration. Adhesive joints are not geometrically limited the way their mechanical fastener counterparts are. This leaves designers free to focus on the various mechanical and chemical stresses. A specific joint is expected to withstand at its anticipated service temperature range. During the design phase, particular attention must be paid to the potential effects of mechanical shock and vibration, especially in dynamic bonding applications. Furthermore, assembly, manufacturing methodology, and cost factors must all be considered when proposing a joint design.
Introduction
Published in Susanta Kumar Sahoo, Mantra Prasad Satpathy, Ultrasonic Welding of Metal Sheets, 2020
Susanta Kumar Sahoo, Mantra Prasad Satpathy
Most manufacturing processes include some series of operations to produce components having different physical, mechanical, chemical, and dimensional properties. Selection of a proper manufacturing process involves factors such as complexity of the product, production rate, and the related economics. Basically, there are four key manufacturing processes (illustrated in Figure 1.1). Joining is one of the ways to assemble components to attain the desired or preferred shape of the end usable product. Welding is the permanent joining process in which metals and nonmetals are joined together, with or without the application of pressure and with or without the addition of filler material [1]. In conventional welding processes, a filler material may be required to assist coalescence. The product created of parts that are joined by welding is called a weldment. Welding is commonly applied to join metal parts, but can also be used to join plastics. In contrast, mechanical joining is a temporary joining process that uses fasteners such as nuts, bolts, screws, rivets, and pins. In both brazing and soldering processes, the materials join with each other while a molten filler metal fills the narrow gap between them through the capillary action effect. If the melting point of the filler metal is above 450°C, the process is known as brazing. However, if the melting point of the filler metal is below 450°C, the process is termed soldering. Likewise, adhesive bonding is a technique of joining two materials using adhesives.
Influence of high pulse fluence infrared laser surface pretreatment parameters on the mechanical properties of CFRP/aluminium alloy adhesive joints
Published in The Journal of Adhesion, 2023
Hao Li, Hongliang Liu, Shipeng Li, Qing Zhao, Xuda Qin
Compared with conventional steel, carbon fibre reinforced polymer (CFRP) has been widely used in lightweight components in the automotive industry because of its low density, high specific strength, and high specific rigidity.[1] To meet the design requirements of weight reduction, a large number of hybrid joints between CFRP and metals are used. In general, the joint technology of CFRP and aluminium alloys mainly includes mechanical joints, adhesive bonding, or a combination of the above two technologies.[2] Although mechanical joints (such as riveting and bolting) can transmit large loads, fibre breakage and delamination of the matrix readily occur during the hole-making process for the CFRP material.[3] Regarding adhesive bonding, there is barely any material damage, and adhesive joints always have better corrosion and galvanic resistance properties and more uniformly distributed stress than mechanical joints.[4,5] However, compared with mechanical joints, the ultimate shear strength of adhesive bonding is relatively low, and surface pretreatment is an effective strategy for enhancing the adhesive joint strength.
Investigations on FSW of nylon micro-particle enhanced 3D printed parts applied to a Clark-Y UAV wing
Published in Welding International, 2022
Vivek Kumar Tiwary, Arunkumar Padmakumar, Vinayak R. Malik
FDM-3DP parts are now being widely used in aeronautics, automotive, transportation, and building industries because of their lightweight structure. However, to fabricate complex geometries with specified dimensions, joining techniques should be utilized [11]. The joining techniques for FDM-3DP thermoplastics can be classified as adhesive bonding, mechanical fastening, friction welding, and mechanical interlocking [12,13]. Adhesive bonding, being the most preferred technique, requires extensive surface preparation and has adverse environmental effects because of the chemicals used. Further, the joints cannot be examined in a non-destructive manner [14–16]. Mechanical fastening can be a second alternative but it leads to an increase in the component’s weight with stresses and corrosion-related problems [17]. The third choice could be the usage of interlocking of the 3D-printed parts. However, the visibility of the cuts and local deformations are the documented limitations of this technique [18–20]. Further, friction welding, the fourth option, involves joining 3D printed parts by frictional heat, a promising technique that doesn’t require any external tool. Friction Stir Welding (FSW), Friction Stir Spot Welding (FSSW), and Spin Friction Welding (SFW) are the generally utilized methods under the ambit of friction welding [21–25].
Effect of vacuum–ultraviolet irradiation in a nitrogen gas atmosphere on the adhesive bonding of carbon-fiber-reinforced polyphenylene sulfide composites
Published in The Journal of Adhesion, 2022
S. Kawasaki, Y. Ishida, T. Ogasawara
Multi-materials are of interest to improve the fuel efficiencies and functionalities of automobiles and airplanes. A dissimilar bonding technology is required to realize multi-materials. In recent years, adhesive bonding has attracted attention because it enables bonding between different materials. Particularly, it is effective for weight reduction and stress concentration relaxation.[1,2] The realization of weight reduction by multi-material fiber-reinforced thermoplastics (FRTPs) has recently supplemented their excellent recyclability and processability. Therefore, FRTPs are increasingly used in the automobile and aircraft industries. Various types of thermoplastic resins, including polyphenylene sulfide (PPS) and polyether ether ketone (PEEK), are used for aircraft components that require heat resistance and strength. Nevertheless, some of these resins have melting points higher than 260°C and high viscosities after melting. The joining of components by welding is difficult. Therefore, the adhesive bonding methods with highly heat-resistant resins such as the epoxy resin are widely used.[3,4] In contrast, other thermoplastic resins have low surface free energies. Moreover, their adhesive bonding is difficult. A surface treatment technology is required to improve the adhesive interface strength and thus realize high-strength bonding.[567]