复合材料拐角的抗冲击性能实验研究

由于树脂基复合材料层合板对冲击作用比较敏感,因此,在使用过程中受到低能冲击时,极易产生不可见损伤,造成复合材料在强度和刚度上的损失,严重威胁结构的安全使用性。本文借助四点弯曲实验分别对五种不同铺层的乙烯基树脂/玻纤复合材料拐角在不同能量冲击后的弯曲刚度衰减进行了测试,讨论了不同铺层和冲击能量对复合材料拐角抗冲性能的影响。研究结果表明,随着冲击能量的增加,冲击损伤越明显,剩余弯曲刚度越低,各种铺层冲击破坏面积与刚度下降呈现基本一致的趋势;相邻铺层的铺层角相差越小,复合材料拐角的弯曲刚度越大,冲击后弯曲刚度损耗越小,[45°/0°/-45°/90°]铺层的冲击后刚度损失率最低,正交铺层的试样组抗冲击性能最差。     

缝合碳纤维泡沫夹芯复合材料低速冲击及损伤检测

研究了低速冲击对缝合与未缝合碳纤维泡沫夹芯复合材料冲击性能及损伤的影响;采用落锤冲击试验机对缝合和未缝合夹芯复合材料板分别进行了不同冲击能量下的冲击实验,得出冲击力和冲头位移分别随时间变化的曲线;采用水浸超声波扫描成像系统对冲击后的复合材料板进行损伤检测,得出夹芯复合材料板内部损伤情况。结果表明,在相同冲击能量下,缝合碳纤维复合材料板的冲击力较未缝合的要大,但冲头接触时间要短;此外,缝合碳纤维泡沫夹层复合材料板比未缝合的损伤面积要小,这说明缝线能有效的抑制冲击载荷下复合材料板内损伤扩散,减小分层损伤面积,提高复合材料板的抗冲击性能;缝合的抑制损伤效果在表面层和最内部层效果显著,而在中间层缝线的效果一般。     

玻璃纤维与碳纤维混杂复合材料的拉伸及低速冲击性能研究

本文采用真空辅助树脂渗透成型(VARI)工艺成型了0°/90°玻璃纤维经编织物和0°/90°碳纤维经编织物不同混杂比的复合材料板,并探讨了混杂比、混杂方式等因素对碳-玻纤混杂纤维复合材料的拉伸性能及低速冲击性能的影响。研究结果表明:少量碳纤维的加入便可很好地改善纯玻璃纤维材料的拉伸和冲击性能;同种混杂比下,玻璃纤维铺覆表面的层间混杂结构拥有最好的拉伸性能;对于低速冲击性能来说,随着试样中碳纤维含量的增加,冲击能降低,扩展能降低,韧性指数降低,冲击后剩余压缩强度增大;碳纤维、玻璃纤维含量相接近时,玻璃纤维铺覆表面的层间混杂结构表现出较好的抗低速冲击性能;碳纤维、玻璃纤维含量相差较大时,玻璃纤维铺覆表面的夹芯结构的抗低速冲击性能较好。     

CFRP汽车储气罐低速冲击损伤特性分析

将CFRP汽车储气罐的低速冲击过程作为研究对象,建立了CFRP汽车储气罐冲击损伤多尺度分析有限元模型。在宏观层面分析了储气罐工况、冲头质量、冲击速度及碳纤维增强树脂基复合材料中碳纤维的缠绕角度等因素,对储气罐冲击损伤特性的影响。在微观层面,研究了纤维增强相、树脂基体相及界面相等细观组分材料,对复合材料RVE模型的影响。结果表明,背离冲击一侧的复合材料损伤面积大于受冲击侧,损伤的形貌呈不规则分布。复合材料拉伸损伤起始单元的数量约为压缩损伤起始单元数的1/5。复合材料中,当碳纤维[90/90/90/90/90]环向缠绕时,储气罐抗冲击性能较好。复合材料中碳纤维含量约为55%时,CFRP汽车储气罐抗冲击性较优。界面厚度的增加,提高了复合材料的承载能力。     

氧化石墨烯改性碳纤维复合材料抗冲击行为研究

使用单层纳米氧化石墨烯（NGO）粒子对环氧树脂进行改性处理,采用真空辅助树脂传递模塑成型工艺制备了[±45/0/90]_2S铺层角度下的纯树脂及单层NGO改性碳纤维复合材料（CFRP）层合板。通过落锤冲击试验、超声C扫描检测、冲击后压缩试验等对纯树脂及单层NGO改性CFRP进行实验研究。结果表明,纯树脂及单层NGO改性CFRP在损伤阻抗及损伤容限实验中均存在拐点现象,且拐点出现在相同深度位置,其中纯树脂CFRP拐点位置为0.51 mm,单层NGO改性CFRP拐点位置为0.43 mm;相对于纯树脂CFRP,单层NGO改性CFRP可以显著提高复合材料的抗冲击性能及冲击后的压缩性能;通过对冲击后凹坑深度及凹坑面积进行数据模拟,可以用拟合公式实现对复合材料的损伤预测。     

玻纤铺层方向对玻纤/EVE复合材料性能的影响

以0°,90°,0°/90°,0°/45°/-45°/90°分别作为玻璃纤维(GF)单向铺层方式,研究了不同的铺层方式对GF/EVE(环氧乙烯基酯树脂)复合材料力学性能的影响。结果表明,0°铺层方向的复合材料在单一方向的力学性能最好,0°/45°/-45°/90°铺层方向的复合材料可以看作各向同性材料,应用范围更加广泛。     

CFRP层合板冲击后剩余强度及黏弹性能研究

通过对制备的环氧基碳纤维增强复合材料(CFRP)层合板进行低速冲击剩余压缩强度试验研究，分析了CFRP层合板的冲击后剩余性能，然后观察CFRP层合板的冲击凹坑回弹现象，分析CFRP层合板的黏弹性能，深入分析冲击过程中能量的吸收与转化。结果表明：当冲击能量越来越大时，CFRP层合板的损伤越来越严重，其剩余压缩强度越来越低；从凹坑边缘到凹坑中心处，CFRP层合板的应变能密度逐渐增大；凹坑回弹部位位于凹坑中心区域附近，呈现局部突起状，最终凹坑剖面近似于不规则“W”形。     

基于FBG的复合材料成型与冲击监测研究

碳纤维复合材料(CFRP)作为一种先进复合材料得到了广泛应用,但由于层合板结构薄弱的层间性能,致使其在受到外界冲击时,内部极易发生分层损伤,造成力学性能的下降并带来安全隐患。本文考虑将光纤Bragg光栅传感器(FBG)埋入碳纤维复合材料层合板中,对复合材料的真空辅助成型工艺及单次冲击进行了监测研究。实验结果表明,FBG可以有效监测复合材料成型过程中的温度、应变变化,并反映其存在的残余应变;在低能量冲击条件下,可以监测到复合材料内部应变变化及内部损伤情况,为FBG监测CFRP层合板的低速冲击损伤提供了依据。     

石墨烯增强碳纤维复合材料抗冲击性能分析

目前碳纤维复合材料存在脆性大、横向耐冲力差等问题。为了提高碳纤维复合材料的抗冲击性能，文章基于显示动力学下冲击载荷模拟的方法，以单层石墨烯和碳纤维复合材料层合板为研究对象建立冲击模型，对比分析不同石墨烯含量碳纤维板受冲击时表面应力、位移与吸能、损伤与破坏情况。结果表明：添加石墨烯提高了材料的填充率，使材料面密度增大；相同冲击载荷下，加入0.3%石墨烯的碳纤维增强复合材料（CFRP）层合板较传统CFRP位移减小10.2%，最大应力减少18.5%。且加入单层石墨烯含量越高，复合材料界面作用力越强，能够有效减小损伤破坏。     

铺层结构对复合材料层合板弯曲强度及失效行为的影响

通过改变偏轴角为45°和90°的[45°/–45°],[0°/90°]正交铺层组的质量分数,设计了6种复合材料层合板铺层结构。研究了两种偏轴角正交铺层组共同存在的铺层结构对真空辅助树脂传递模塑工艺复合材料层合板弯曲强度及失效行为的影响。通过弯曲实验获得6种复合材料层合板的弯曲强度、损伤特征以及应力–应变曲线。结果表明,随偏轴角为90°的[0°/90°]铺层组质量分数的增加,复合材料层合板的弯曲强度逐渐增大;两种偏轴角正交铺层组共同存在的铺层结构可引起复合材料层合板在弯曲载荷作用下的损伤模式多元化。     

环氧树脂/玻璃纤维/碳纤维混杂复合板低速冲击及损伤检测

为研究玻璃纤维(G)铺层的位置对碳纤维(C)复合板冲击损伤程度的影响,分别在15 J和25 J冲击能量的条件下,采用落锤式冲击试验机对[CC]2s、[CCCG]s、[GCCC]s、[CCGC]s 4种复合材料分别进行冲击实验,得出接触力、能量和位移分别随着时间变化的曲线;然后采用水浸式超声波C扫系统对冲击后的复合板进行...     

PE-UHMW/PE-LD层合板损伤声发射信号频率特征研究

为揭示聚乙烯自增强复合材料(PE-UHMW/PE-LD)不同损伤模式的声发射信号频率特征,通过对基体、单纤维复合材料、90°单向板+45°/-45°层合板的拉伸破坏,分别诱导产生基体损伤、纤维断裂、纤维/基体界面损伤和层间损伤的AE信号,并和非损伤AE信号(环境噪声、断铅模拟)频率特征进行对比。实验结果表明,非损伤AE信号和损伤AE信号之间均具有不同的峰值频率和频率分布特征。     

铺层结构对EP/GF复合材料沉头螺栓连接失效的影响

以环氧树脂(EP)为基体,单层玻璃纤维(GF)布为增强体,利用真空辅助树脂传递模塑工艺制备了具有[0°]_(_(6s)),[45°/–45°]_(_(3s)),[0°/90°]_(_(3s)),[90°]_(_(6s))铺层结构的EP/GF复合材料层合板,通过拉伸失效实验研究了铺层结构对复合材料层合板沉头螺栓连接承载能力的影响,并进一步分析了4种铺层结构的沉头螺栓连接层合板在拉伸时的失效行为。结果表明,[45°/–45°]_(_(3s))与[0°/90°]_(_(3s))铺层结构的层合板均发生了承载失效,具有较高的螺栓连接承载能力,其中[0°/90°]_(3s)铺层结构的层合板最大拉伸载荷最高,为6.7 k N,[45°/–45°]_(3s)铺层结构的层合板具有最大的失效位移,为14.17 mm;[0°]_(6s)铺层结构的层合板发生了剪切开裂失效,其螺栓连接承载能力低于上述两种铺层结构;[90°]_(6s)铺层结构的层合板发生了净张力失效,其螺栓连接承载能力最低。     

Effect of fiber volume fraction,fiber length and fiber tow size on the energy absorption of chopped carbon fiber–polymer composites

Composite materials have the potential to reduce the overall cost and weight of automotive structures with the added benefit of being able to dissipate large amounts of impact energy by progressive crushing. To identify and quantify the energy‐absorbing mechanisms in candidate automotive composite materials, modified test methodologies were developed for conducting progressive crush tests on flat‐plate composite specimens. The test method development and experimental setup focused on isolating the damage modes associated with the frond formation that occurs in dynamic testing of composite tubes. The Automotive Composites Consortium (ACC) is interested in investigating the use of chopped carbon fiber–reinforced composites as crash‐energy absorbers primarily because the low costs involved in their manufacture make them cost‐effective for automotive applications. While many in the past have investigated the energy‐absorption characteristics in various continuous fiber–reinforced composite materials, no literature is available on the energy‐absorption and crushing characteristics of chopped carbon fiber–reinforced composite materials. Hence quasi‐static progressive crush tests were performed on composite plates manufactured from chopped carbon fiber (CCF) with an epoxy resin system using compression‐molding techniques, and the effect of material parameters (fiber volume fraction, fiber length, and fiber tow size) on energy absorption was evaluated by varying them during testing. Of the parameters evaluated, fiber length appeared to be the most critical material parameter determining the specific energy absorption of a composite material, with shorter fibers having a higher specific energy absorption than longer fibers, possibly because of the increased concentration of stress raisers in the shorter fiber specimens, resulting in a larger number of fracture‐initiation sites. The combination of material parameters that yielded the highest energy‐absorbing material was identified. The test observations and trends established from this work would help support the development of low‐cost energy absorbers for the automotive industry. POLYM. COMPOS. 26:293–305 2005. Published 2005 Society of Plastics Engineers.     

Energo-Mechanical Evaluation of Damage Growth and Fracture Initiation in Aviation Composite Structures

The aim of the present paper is to (1) highlight the results of laboratory damage detection and monitoring in the aviation composite materials, during a mechanical testing constituted of multiple loadings, and (2) obtain a detailed understanding of damage evolution of composite specimens with regard to impact energy. Woven 12-ply glass fiber and 16-ply carbon fiber–reinforced epoxy composites (GFRP 92 125/L285/287 and CFRP 98 131/L285/287) were used as less studied subjects in research. This study explored the resistance to cracking and delamination of glass and carbon fiber laminates with the same resin system under low-load conditions.     

高强玻璃纤维板抗高速破片侵彻性能试验

为了研究高强玻璃纤维板抗高速破片侵彻性能,开展了弹道试验,探讨了破片入射速度、靶板厚度对高强玻璃纤维板抗侵彻性能的影响,通过对弹道试验结果分析,指出了高强玻璃纤维板的变形失效模式、吸能特性和抗侵彻机理。结果表明:破片在侵彻高强玻璃纤维板过程中可视为刚体,高强玻璃纤维板迎弹面破坏模式为纤维剪切破坏并伴随纤维反向喷出,迎弹面弹孔附近区域出现基体碎裂、纤维脱粘;背弹面破坏模式为纤维拉伸断裂,背弹面损伤区域远大于迎弹面损伤区域;高强玻璃纤维板单位面密度吸能随着破片侵彻速度增加呈线性增加,在试验速度范围内,得出了立方体破片侵彻不同厚度靶板入射速度与剩余速度、入射速度与靶板单位面密度吸能关系。     

Effect of bonded lengths and wrappings on energy capacity and debonding strain of reinforced concrete beams strengthened with carbon‐fiber‐reinforced polymer

In this study, a series of flexural tests were performed to evaluate the energy capacity and debonding strain of reinforced concrete beams strengthened with a carbon‐fiber‐reinforced polymer (CFRP). Seven reinforced concrete beams were fabricated and loaded up to failure in a three‐point bending test. The type of CFRP laminate (plate or sheet), bonded length (1.44 or 2.16 m), and wrapping of the CFRP sheet were selected as the key test variables. The test results showed that beams strengthened with CFRP sheets were more effective than those strengthened with CFRP plates. The CFRP‐strengthened beams showed an elastic energy greater than that of the control beam, but the opposite result was obtained for the plastic energy. The average debonding strains of the CFRP plates and sheets were 4,309 and 11,649 μ, respectively, which corresponded to 21.5% and 77.1% of their respective ultimate tensile. POLYM. COMPOS., 38:1418–1426, 2017. © 2015 Society of Plastics Engineers     

Low‐velocity impact response and compression after impact assessment of recycled carbon fiber‐reinforced polymer composites for future applications

The influence of recycling on the impact damage resistance of recycled carbon fiber‐reinforced polymer (CFRP) composites was investigated using low‐velocity impact and compression after impact (CAI) tests. The relationships among load, force, and time were analyzed to gain insight into the damage characteristics of three types of composite laminate: virgin CF‐reinforced polymer (V‐CFRP), recycled CF‐reinforced polymer (R‐CFRP), and treated recycled CF‐reinforced polymer (TR‐CFRP). Special emphasis was placed on evaluating the extent of damage and the residual mechanical properties as affected by three different fiber surface states. Substantial differences were noted in the shape, area, and damage mode of impact using ultrasonic c‐scanning, photography, and scanning electron microscopy (SEM). V‐CFRP indicated significant improvement in impact damage resistance in the form of less damage, higher residual strength, and greater shear failure angle. Damage resistance was improved up to 80% of V‐CFRP by surface cleaning while R‐CFRP is 50% of V‐CFRP. Shear failure angle of 16° was attained from R‐CFRP and it was increased to 24° when the recycled fibers were cleaned. The result of SEM showed that there was less delamination of TR‐CFRP compared with R‐CFRP. This work proves that the low‐velocity impact response of recycled composites can rival that of virgin composites, while providing a basis for future applications of recycled carbon in many fields. POLYM. COMPOS., 35:1494–1506, 2014. © 2013 Society of Plastics Engineers     

The comparison of low‐velocity impact resistance of aluminum/carbon and glass fiber metal laminates

This article presents the low‐velocity impact response of fiber metal laminates, based on aluminum with a polymer composite, reinforced with carbon and glass fibers. The influence of fiber orientations as well as analysis of load‐time history, damage area and damage depth in relation to different energy levels is presented and discussed. The obtained results made it possible to determine characteristic points, which may be responsible for particular stages of the laminate structure degradation process: local microcracks and delaminations, leading to a decrease in the stiffness of the laminate, as well as further damage represented by laminate cracks and its perforation. The damage mechanism of fiber metal laminates is rather complex. In case of carbon fiber laminates, a higher tendency to perforation was observed in comparison to laminates containing glass fibers. Delaminations in composite interlayers and at the metal/composite interface constitute a significant damage form of fiber metal laminates resulting from dynamic loads. Fiber metal laminates with glass fibers absorb energy mainly through plastic deformation as well as through delamination initiation and propagation, whereas laminates containing carbon fibers absorb energy for penetration and perforation of the laminate. POLYM. COMPOS. 37:1056–1063, 2016. © 2014 Society of Plastics Engineers