Overview of Carbon Fiber Reinforced Composites (CFRP) Applications to Automotive Structural Parts, &amp;mdash;Focussed on Thermoplastic CFRP&amp;mdash;

隆司, 石川

doi:10.2493/jjspe.81.489

Cited by 21 publications

(12 citation statements)

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“…Compared with conventional steels, they are far superior in specific properties including bending characteristics, impact resistance, among others. While FRPs are primarily used in the automotive industry for outer panels where medium strength and high design are required, they will be increasingly applied to structural members in the future [3] [4] [5]. In order to realize this, it is necessary to guarantee the period of use as a component and to measure the characteristics of the material, the fabrication method, and the structure in consideration of fatigue characteristics.…”

Section: Introductionmentioning

confidence: 99%

Relationship between the Initial Fracture Stress and Fatigue Limit—Simple Prediction Method of Tensile Fatigue Limit of Composite

Imai¹,

Nishitani²,

Fortin³

et al. 2019

OJCM

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This article presents an experimental study that clarifies the relationship between the initial fracture stress and fatigue limit of glass fiber reinforced unsaturated polyester resin specimens with a laminated structure taken from a pultruded square pipe. Quasi-static bending and tension tests are performed with acoustic emission (AE) measurements to identifying the occurrence of initial fracture during testing. AE and observation results have clarified the occurrence of initial fracture was detected by maximum acoustic energy values and corresponding fiber breakage in the unidirectional (UD) bundles. Moreover, the ratio of initial fracture stress to ultimate strength is 32% in bending and 26% in tension, when comparing stress and strains on the tension side of the UD layer. These values are in good agreement with each other and with the measured tensile fatigue limit when the cyclic stress is at 25% of the tensile strength. Initial fracture stress obtained by static tests is close values to the fatigue limit which will greatly contribute to the prediction of the fatigue limit.

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Section: Introductionmentioning

confidence: 99%

Relationship between the Initial Fracture Stress and Fatigue Limit—Simple Prediction Method of Tensile Fatigue Limit of Composite

Imai¹,

Nishitani²,

Fortin³

et al. 2019

OJCM

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“…Accordingly, several studies are being conducted to apply CFRTP to various fields such as automobiles, aerospace, and defense. However, disadvantages, such as poor fiber impregnation of thermoplastic resin and a lack of resin properties [4][5][6][7][8][9][10][11][12][13][14][15][16][17][18][19][20], limits its application.…”

Section: Introductionmentioning

confidence: 99%

Fabrication of Carbon Fiber Reinforced Aromatic Polyamide Composites and Their Thermal Conductivities with a h-BN Filler

Lee

Bae

et al. 2020

Polymers

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In this study, a carbon fiber-reinforced thermoplastic composite was fabricated using a new aromatic polyamide (APA) as a matrix. Non-isothermal crystallization behaviors in the cooling process of APA resin (a semi-crystalline polymer) and composite were analyzed by using a differential scanning calorimeter (DSC). To determine the optimum molding conditions, processing parameters such as the molding temperature and time were varied during compression molding of the Carbon/APA composite. The tensile and flexural properties and morphologies of the fabricated composites were analyzed. Molding at 270 °C and 50 MPa for 5 min. showed relatively good mechanical properties and morphologies; thus, this condition was selected as the optimal molding condition. In addition, to enhance the thermal conductivity of the Carbon/APA composite, a study was conducted to add hexagonal boron nitride (h-BN) as a filler. The surface of h-BN was oxidized to increase its miscibility in the resin, which resulted in better dispersity in the APA matrix. In conclusion, a Carbon/APA (h-BN) composite manufactured under optimal molding conditions with an APA resin containing surface-treated h-BN showed a thermal conductivity more than twice that of the case without h-BN.

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“…Lightening the weight of the vehicle is one of the solutions to improve the fuel efficiency. Carbon fibre reinforced plastics (CFRP) are expected to be used as lightweight materials in mass-produced products from the point that CFRP is superior in specific strength and specific stiffness [1]. In particular, Carbon fibre reinforced thermoplastics (CFRTP) are expected to be applied to mass-produced products from the point that CFRTP is superior in shock resistance, recycling property and productivity [2][3][4].…”

Section: Introductionmentioning

confidence: 99%

Effect of Carbon Nanotube Deposition Time to the Surface of Carbon Fibres on Flexural Strength of Resistance Welded Carbon Fibre Reinforced Thermoplastics Using Carbon Nanotube Grafted Carbon Fibre as Heating Element

et al. 2019

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In recent years, carbon fibre reinforced thermoplastics (CFRTP) are expected to be used as lightweight structural materials for mass-produced vehicles. CFRTP with thermoplastics as matrix allows us to weld them using melting of matrix by heating. We have been developing a direct resistance heating method, which uses carbon fibres as the resistance heating element. Carbon nanotube (CNT) is expected to be used as additive to FRP and we reported that the fibre/matrix interfacial shear strength was improved by grafting CNT on the surface of carbon fibres and tensile lap-shear strength was improved by using CNT grafted carbon fibre as the heating element for welding. For the practical use of CFRTP for structural parts, flexural strength is also necessary to be evaluated. In this study, flexural test was carried out to clarify the effect of CNT deposition time to the surface of carbon fibres on flexural strength of resistance welded CFRTP using CNT grafted carbon fibre as the heating element. The highest flexural strength was obtained when CNT10, for which CNT is grafted on the carbon fibres for deposition time of 10 min, was used for the heating element of resistance welding. In the case of CNT deposition time of 60 min, the lowest flexural strength was obtained because of the poor impregnation of the resin into the carbon fibre due to the excess CNT on the carbon fibres.

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Overview of Carbon Fiber Reinforced Composites (CFRP) Applications to Automotive Structural Parts, —Focussed on Thermoplastic CFRP—

Cited by 21 publications

References 0 publications

Relationship between the Initial Fracture Stress and Fatigue Limit—Simple Prediction Method of Tensile Fatigue Limit of Composite

Relationship between the Initial Fracture Stress and Fatigue Limit—Simple Prediction Method of Tensile Fatigue Limit of Composite

Fabrication of Carbon Fiber Reinforced Aromatic Polyamide Composites and Their Thermal Conductivities with a h-BN Filler

Effect of Carbon Nanotube Deposition Time to the Surface of Carbon Fibres on Flexural Strength of Resistance Welded Carbon Fibre Reinforced Thermoplastics Using Carbon Nanotube Grafted Carbon Fibre as Heating Element

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