Abstract:Carbon fiber–reinforced composites (CFRCs) have been used extensively in structural applications within the aerospace and automotive manufacturing industries. However, several other applications have been recognized. These take advantage of the additional properties of CFRCs, which lead to providing better performance for structures. However, in their service environment, these CFRCs are inevitably susceptible to impact damage from multiple sources, and they must be able to recover from impacts to meet structu… Show more
“…Rodgers and Mallon [18] CF/PEEK Induction heating to assess damage area Markus [21] CF/PEEK Induction heating to see if consolidation is possible Nijhuis [22] CF/PEEK Heat blanket with pressure and vacuum to see if viable Miyake and Takenaka [19] CF/PEEK Induction heating to assess the stiffness Toyoda et al [20] CF/PEEK Ultrasonic welding to assess bending stiffness Zorer et al [23] GF/PP Hot-press to evaluate impact response Bayazeid et al [24] CF/PEEK Induction heating to evaluate damage area and tensile strength…”
“…The study reported a better impact response with lower energy absorbed for the patched laminate relative to the parent laminate. Bayazeid et al [24] performed a repair methodology on CF/PEEK laminates employing induction heating. Using a custom drop test tower, the laminates were impacted at an energy of 10 J.…”
The lack of well-developed repair techniques limits the use of thermoplastic composites in commercial aircraft, although trends show increased adoption of composite materials. In this study, high-performance thermoplastic composites, viz., carbon fibre (CF) reinforced Polyetherketoneketone (PEKK) and Polyether ether ketone (PEEK), were subjected to low-velocity impact tests at 20 J. Post-impact, the damaged panels were repaired using an induction welder by applying two different methods: induction welding of a circular patch to the impacted area of the laminate (RT-1); and induction welding of the impacted laminates under the application of heat and pressure (RT-2). The panels were subjected to compression-after-impact and repair (CAI-R), and the results are compared with those from the compression-after-impact (CAI) tests. For CF/PEKK, the RT-1 and RT-2 resulted in a 13% and 7% higher strength, respectively, than the value for CAI. For CF/PEEK, the corresponding values for RT-1 and RT-2 were higher by 13% and 17%, respectively. Further analysis of the damage and repair techniques using ultrasonic C-scans and CAI-R tests indicated that induction welding can be used as a repair technique for industrial applications. The findings of this study are promising for use in aerospace and automotive applications.
“…Rodgers and Mallon [18] CF/PEEK Induction heating to assess damage area Markus [21] CF/PEEK Induction heating to see if consolidation is possible Nijhuis [22] CF/PEEK Heat blanket with pressure and vacuum to see if viable Miyake and Takenaka [19] CF/PEEK Induction heating to assess the stiffness Toyoda et al [20] CF/PEEK Ultrasonic welding to assess bending stiffness Zorer et al [23] GF/PP Hot-press to evaluate impact response Bayazeid et al [24] CF/PEEK Induction heating to evaluate damage area and tensile strength…”
“…The study reported a better impact response with lower energy absorbed for the patched laminate relative to the parent laminate. Bayazeid et al [24] performed a repair methodology on CF/PEEK laminates employing induction heating. Using a custom drop test tower, the laminates were impacted at an energy of 10 J.…”
The lack of well-developed repair techniques limits the use of thermoplastic composites in commercial aircraft, although trends show increased adoption of composite materials. In this study, high-performance thermoplastic composites, viz., carbon fibre (CF) reinforced Polyetherketoneketone (PEKK) and Polyether ether ketone (PEEK), were subjected to low-velocity impact tests at 20 J. Post-impact, the damaged panels were repaired using an induction welder by applying two different methods: induction welding of a circular patch to the impacted area of the laminate (RT-1); and induction welding of the impacted laminates under the application of heat and pressure (RT-2). The panels were subjected to compression-after-impact and repair (CAI-R), and the results are compared with those from the compression-after-impact (CAI) tests. For CF/PEKK, the RT-1 and RT-2 resulted in a 13% and 7% higher strength, respectively, than the value for CAI. For CF/PEEK, the corresponding values for RT-1 and RT-2 were higher by 13% and 17%, respectively. Further analysis of the damage and repair techniques using ultrasonic C-scans and CAI-R tests indicated that induction welding can be used as a repair technique for industrial applications. The findings of this study are promising for use in aerospace and automotive applications.
The growing use of thermoplastic composites (TPCs) like low-melting polyaryletherketone (LM-PAEK) matrices reinforced with unidirectional carbon fiber (CF) in aircraft structures presents a significant challenge in terms of lightning strikes and electromagnetic interference shielding during aircraft operations. This is due to the weak electrical conductivity of TPC structures, which results in widespread damage when struck by lightning. The repair and maintenance of these extended damaged sites can increase operational costs and loss of flights. Several lightning strike protection (LSP) systems have been developed and implemented to address these concerns. This study evaluated a highly conductive coating with a low filler rate for its effectiveness as an LSP solution for TPCs on exterior aircraft surfaces. The TPC panel without any coatings was first studied. Subsequently, the level of conductivity was increased by incorporating the nanoscale conductive fillers, silver-coated copper (Ag/Cu) nanoflakes, with a silver content of 20 wt.% (Ag20/Cu) and 30 wt.% (Ag30/Cu), correspondingly, into the coating at two loadings of 55 wt.% and 70 wt.% in an epoxy carrier for the surface coatings. The behavior of electrical and surface conductivity was thoroughly examined to understand the impact of Ag/Cu with a high aspect ratio and the effectiveness of the LSP solution. In addition, the spray-coated TPC panels underwent rigorous Zone 2A lightning strike testing using simulated lightning current, in agreement with the industry standard of Society of Automotive Engineers (SAE) Aerospace Recommended Practice (ARP) 5412B. Despite the higher resistance due to the lower conductive coating weight, the TPC panels with Ag30/Cu at loading of 70 wt.% achieved better results than those with Ag30/Cu at loading of 55 wt.%. This is evidenced by the minor structural delamination and CF breakage on the front surface, which proposes a new economic route for a sustainable post-processed LSP system in the aviation industry.
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