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Dopamine, as a universal material for surface treatment, can effectively improve the surface performance of aramid fibers. However, directly processing the surface of aramid fibers using dopamine currently incurs a high cost. To seek dopamine substitutes, one must first explore the adhesion mechanism responsible for binding the dopamine to the surface of the fiber. In this study, we construct an all-atomic molecular dynamics model of an aramid fiber before and after surface modification using dopamine. A force field based on condensed-phase optimized molecular potentials for atomistic simulation studies (COMPASS) is used. Using it, we analyze the surface adhesion mechanism of polydopamines aggregated by 21 kinds of molecular structures typically found on the surface of aramid fibers. The results show that a clear and smooth interface is formed between the polydopamine nanofilm layer and the surface of the aramid fiber. The high atomic density of the polydopamine in the small interface region is found to be conducive to noncovalent bonds of polydopamines with the surface of the aramid fiber. In addition, we investigate the works of adhesion of the 21 molecular structures typically found on the surface of aramid fibers. The results suggest that the work of adhesion of 5,6-indolequinone is the highest, followed by annular eumelanin molecules with annular planar structure. Straight-chain shaped dimers proved to be the molecules with the highest adhesion ability of the dihydroxyindole chain oligomers. Therefore, there is reason to suppose that more molecular structures (as above) can be formed by processing the surface of aramid fibers using dopamine by controlling the processing conditions. These molecular structures help improve the adhesion ability of the dopamine on the surface of the aramid fiber. Additionally, if these polydopamine molecules with high adhesion ability can be synthesized on a large scale, then new surface-processing materials are possible.

The development of lightweight automotive parts is an important issue for improving the efficiency of vehicles. Polymer composites have been widely applied to reduce weight and improve mechanical properties by mixing polymers with carbon fibers, glass fibers, and carbon nanotubes. Polypropylene (PP) has been added to carbon fiber-reinforced nylon-6 (CF/PA6) composite to achieve further weight reduction and water resistance. However, the mechanical properties were reduced by the addition of PP. In this research, multiwalled carbon nanotubes (CNTs) were added to compensate for the reduced mechanical properties experienced when adding PP. Tensile testing and bending tests were carried out to evaluate the mechanical properties. A small amount of CNTs improved the mechanical properties of carbon fiber-reinforced PA6/PP composites. For example, the density of CF/PA6 was reduced from 1.214 to 1.131 g/cm3 (6.8%) by adding 30 wt % PP, and the tensile strength of 30 wt % PP composite was improved from 168 to 173 MPa (3.0%) by adding 0.5 wt % CNTs with small increase of density (1.135 g/cm3). The developed composite will be widely used for lightweight automotive parts with improved mechanical properties.

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Mixed mode fracture problem is analyzed for the finite orthotropic plate where an inclined crack parallel to the fibre direction is centrally placed. Modified mapping collocation method with both uniform stress and uniform displacement boundary conditions is utilized to calculate stress intensity correction factors for glass/ epoxy and graphite/epoxy composites. Computed results are presented for selected combinations of crack length to width ratio L~ W and plate aspect ratio H/W with various fibre orientations.

Fracture testing was performed for the Carbon/Epoxy double cantilever beam specimens to investigate the effect of loading rate on the interlaminar fracture toughness of composite laminate. Fracture toughness was obtained from the relationship of displacement and crack length. It showed little change up to 2 mm/sec of loading rate, however, 44% increase was observed at 20 mm/sec and 73% increase at 120 mm/sec. Critical crack propagation speed was found to be between 6 mm/sec and 14 mm/sec from the change of fracture toughness for crack propagation speed which divides static loading range and high rate range.

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