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At least 289 records · Page 16
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

A Novel Manufacturing Process of Lightweight Automotive Seats (Integration of Additive Manufacturing and Reinforced Polymer Composite)

Lightweight automotive seats offer multiple benefits to original equipment manufacturers in terms of cost savings from various aspects, including less material usage, more integrated processes, and compliance with Corporate Average Fuel Economy Standards. Original equipment manufacturers have been focusing on innovative ways to produce light weight automotive seats. The commercially available automotive seats are currently made of multiple metal components combined through welding and fasteners. The use of additive manufacturing and composite structures is particularly useful for light weighting the automotive components. Additive manufacturing (AM) offers multiple advantages over traditional manufacturing processes such as freedom of design thereby enabling complex structural geometries, mass customization and waste minimization, and control over the fiber alignment through deposition in a predetermined pattern. Combining metal inserts with polymer composites through a novel manufacturing process allows design of lightweight and high-performance materials for automotive components. However, fabricating these metal polymer composite structures through traditional manufacturing processes limits their mechanical properties due to limited design freedom, lack of control over fiber orientation in composite parts, and poor interfacial bonding between the constituent materials. It is essential to develop a novel manufacturing process to enable high throughput production of lightweight automotive seats using metal and polymer composites. As such it is important to design the automotive seat suitable for manufacturing via this process and perform mechanical characterization on various subcomponents of the seat to ensure that the design and performance requirements provided by the auto manufacturer are met. The aim of this project is to develop a novel manufacturing technique to produce lightweight automotive seat by combining AM with conventional manufacturing processes. The car seat back panel will be designed via topology optimization and numerical simulations to minimize the overall weight while ensuring it meets all the performance requirements. The optimization of the seat back structure will be based on computational stress analysis to maximize the stiffness and minimize the weight. Materials currently used by Ford Motor Company will be adopted for a few subcomponents while the in-house composite materials will be used for the rest of the seat back. The composite and metallic materials will be tested to determine their mechanical properties as these are necessary for simulations. A novel manufacturing process will be developed to integrate AM metal inserts with discontinuous reinforced composite through large scale additive manufacturing and compression overmolding processes. The developed manufacturing technique will be used to fabricated various subcomponents suitable for the seat back design and mechanically tested to determine their properties. The manufacturing of the lightweight seat back design through this process involves integrated AM metal inserts with the composite structure for recliner connection. The manufacturing of the entire seat back which is lightweight through the novel manufacturing process will be discussed. The performance of the designed seat back will be investigated through numerical simulations and shown to meet all the requirements provided by the auto manufacturer. The final goal of developing a novel manufacturing process for lightweight automotive seats is met through design optimization of seat back, manufacturing of subcomponents, mechanical characterization, and validation through numerical simulations. The routes to achieve the final goal of the project and the depth in which they were investigated changed throughout the project due to personnel changes and the COVID-19 pandemic. The project resulted in the development of a novel manufacturing process to integrate metal inserts with tailored polymer composite preforms through overmolding. Leveraging this proven manufacturing process, a lightweight seat back was designed through topology optimization and numerical simulations. The designed seat back uses AM metal inserts and compression overmolding of tailored polymer composite preforms obtained via large scale additive manufacturing. The metal polymer composite structures fabricated through this process exhibited enhancement in stiffness and improved ductility upon testing. Overall, the project provided an alternative design and manufacturing technique for automotive seat back that enables weight saving while meeting the safety and performance requirements.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1994

Compositional Variation in Apollo 16 Impact-Melt Breccias and Inferences for the Geology and Bombardment History of the Central Highlands of the Moon

High-precision data for the concentrations of a number of lithophile and siderophile elements were obtained on multiple subsamples from 109 impact-melt rocks and breccias (mostly crystalline) from the Apollo 16 site. Compositions of nearly all Apollo 16 melt rocks fall on one of two trends of increasing Sm concentration with increasing Sc concentration. The Eastern trend (lower Sm/Sc, Mg/Fe, and Sm/Yb ratios) consists of compositional groups 3 and 4 of previous classification schemes. These melt rocks are feldspathic, poor in incompatible and siderophile elements, and appear to have provenance in the Descartes formation to the east of the site. The Western trend (higher Sm/Sc. Mg/Fe, and Sm/ Yb ratios) consists of compositional groups 1 and 2. These relatively mafic, KREEP-bearing breccias are a major component (approx.35%) of the Cayley plains west of the site and are unusual, compared to otherwise similar melt breccias from other sites, in having high concentrations of Fe-Ni metal ( 1-2 %). The metal is the carrier of the low-Ir/Au (approx. 0.3 x chondritic) siderophile-element signature that is characteristic of the Apollo 16 site. Four compositionally distinct groups (1M, 1F, 2DB, and 2NR) of Western-trend melt breccias occur that are each represented by at least six samples. Compositional group 1 or previous classification schemes (the 'poikilitic' or 'LKFM' melt breccias) can be subdivided into two groups. Group 1M (represented by six samples, including 60315) is characterized by lower Al2O3 concentrations, higher MgO and alkali concentrations, and higher Mg/Fe and Cr/Sc ratios than group 1F (represented by fifteen samples, including 65015). Group 1M also has siderophile-element concentrations averaging about twice those of group lF and Ir/Au and Ir/Ni ratios that are even lower than those of other Western-trend melt rocks (Ir/Au = 0.24 +/- 0.03. CI-normalized). At the mafic extreme of group 2 ('VHA' melt breccias), the melt lithology occurring as clasts in feldspathic fragmental breccias from North Ray crater (group 2NR) is compositionally distinct from the melt lithology ofdimict breccias from the Cayley plains (group 2DB) in having higher concentrations of Sc, Cr, and heavy rare earth elements and lower concentrations of siderophile elements. The distinct siderophile-element signature (high absolute abundances, low Ir/Au ratio) suggest that the four groups ofmafic melt breccia are all somehow related. Ratios ofsome lithophile elements also suggest that they are more closely related to each other than then, are to melt breccias from other Apoll sites. However, none of the breccia compositions can be related to any of the others by any simple process of igneous fractionation or mixing involving common lunar materials. Thus, the origin of the four groups of mafic melt breccia is enigmatic. If they were produced in only one or two impacts, then a mechanism exists for generating regimes of impact-melt breccia in a single impact that are substantially different from each other in composition. For various reasons, including the problem of delivering large volumes of four different types of melt to the Apollo 16 site, it is unlikely that any of these breccias were produced in basin-forming impacts. If they were produced in as many as four crater-forming impacts, then the unusual siderophile-element signature is difficult to explain. Possible explanations are (1) the four groups of melt breccia all contain metal from a single, earlier impact, (2) they were each formed by related metal-rich meteoroids, or (3) some common postimpact process has resulted in metal of similar composition in each of four melt pools. Within a compositional group, most intrasample and intersample variation in lithophile element concentrations is caused by differences among samples in the proportion of a component of normative anorthosite or noritic anorthosite. In most cases, this compositional variation probably reflects variation in clast abundance. For group 2DB (and probably 2NR), differences in abundance of a component of ferroan anorthosite (estimated Al2O3 approx. 32%) accounts for the compositional variation. For groups 1M and 1F, the anorthositic component is more mafic (estimated Al203 approx. 26%). Some group-2 samples may be related by a troctolitic component of varying abundance.

Korotev, Randy L.↗
NASA NTRS2001

Stress-Rupture and Stress-Relaxation of SiC/SiC Composites at Intermediate Temperature

Tensile static stress and static strain experiments were performed on woven Sylramic (Dow Corning, Midland, MI) and Hi-Nicalon (Nippon Carbon, Japan) fiber reinforced, BN interphase, melt-infiltrated SiC matrix composites at 815 C. Acoustic emission was used to monitor the damage accumulation during the test. The stress-rupture properties of Sylramic composites were superior to that of Hi-Nicalon Tm composites. Conversely, the applied strain levels that Hi-Nicalon composites can withstand for stress-relaxation experiments were superior to Sylramic composites; however, at a cost of poor retained strength properties for Hi-Nicalon composites. Sylramic composites exhibited much less stress-oxidation induced matrix cracking compared to Hi-Nicalon composites. This was attributed to the greater stiffness and roughness of Sylramic fibers themselves and the lack of a carbon layer between the fiber and the BN interphase for Sylramic composites, which existed in Hi-Nicalon composites. Due to the lack of stress-relief for Sylramic composites, time to failure for Sylramic composite stress-relaxation experiments was not much longer than for stress-rupture experiments when comparing the peak stress condition for stress-relaxation with the applied stress of stress-rupture.

Morscher, Gregory N.↗
NASA NTRS2004

Scatter in Carbon/Silicon Carbide (C/SiC) Composites Quantified

Carbon-fiber-reinforced silicon carbide matrix (C/SiC) composites processed by chemical vapor infiltration are candidate materials for aerospace thermal structures. Carbon fibers can retain properties at very high temperatures, but they are known to have poor oxidation resistance in adverse, high-temperature environments. Nevertheless, the combination of CVI-SiC matrix with higher stiffness and oxidation resistance, the interfacial coating, and additional surface-seal coating provides the necessary protection to the carbon fibers, and makes the material viable for high-temperature space applications operating under harsh environments. Furthermore, C/SiC composites, like other ceramic matrix composites (CMCs), exhibit graceful non-catastrophic failure because of various inherent energy dissipating mechanisms. The material exhibits nonlinearity in deformation even at very low stress levels. This is the result of the severe matrix microcracking present in the as processed composite because of large differences between the coefficients of thermal expansion of the fiber and the matrix. Utilization of these advanced composites in next generation space vehicles will require innovative structural configurations, updated materials, and refined analyses. Structural safety issues for these vehicles are in direct competition with performance and cost. One would have to quantify the uncertainties associated with the design using formal probabilistic methods. Specifically four fundamental aspects on which analyses are based-- (1) loading conditions, (2) material behavior, (3) geometrical configurations, and (4) structural connections between the composite components and baseline structure--are stochastic in nature. A direct way to formally account for uncertainties is to develop probabilistic structural analysis methods where all participating variables are described by appropriate probability density functions. The present work, however, focuses on analyzing the stochastic material behavior of these advanced composites using formal probabilistic analysis methods. Often, some of the desirable property characteristics that allow composites to offer advantages over conventional structural materials (like tailoring of composite properties) and the complexity are in fact responsible for their greater statistical variability and the requirements for more characterization tests. Composite properties are anisotropic as well, having different properties in different directions. This means that characterization of a property such as stiffness--which will vary greatly depending on the orientation of the fiber relative to the direction of the testing--must be repeated for several different directions and loading conditions. The fabrication process for composites also introduces statistical variations in properties and geometry. A composite part is produced in a number of steps, each of which introduces statistical variability. The matrix is usually produced from a combination of raw materials; and the fiber, which has its own set of properties, is often coated or surface treated, introducing yet another source of variability.

Murthy, Pappu L. N.↗
NASA NTRS2008

The Manufacturing Process for the NASA Composite Crew Module Demonstration Structure

This paper will describe the approaches and methods selected in fabrication of a carbon composite demonstration structure for the Composite Crew Module (CCM) Program. The program is managed by the NASA Safety and Engineering Center with participants from ten NASA Centers and AFRL. Multiple aerospace contractors are participating in the design development, tooling and fabrication effort as well. The goal of the program is to develop an agency wide design team for composite habitable spacecraft. The specific goals for this development project are: a).To gain hands on experience in design, building and testing a composite crew module. b) To validate key assumptions by resolving composite spacecraft design details through fabrication and testing of hardware. This abstract is based on Preliminary Design data..The final design will continue to evolve through the fall of 2007 with fabrication mostly completed by conference date. From a structures perspective, the.CCM can be viewed as a pressure module with variable pressure time histories and a series of both impact and quasi-static, high intensity point, line, and area distributed loads. The portion of the overall space vehicle being designed and. fabricated by the CCM team is just the pressure module and primary loading points. The heaviest point loads are applied and distributed to the pressure module at.an aluminum Service Module/Alternate Launch Abort System (SM/ALAS) fittings and at Main and Drogue Chute fittings. Significant line loads with metal to metal impact is applied at.the Lids ring. These major external point and line loads as well as pressure impact loads (blast and water landing) are applied to the lobed floor though the reentry shield and crushable materials. The pressure module is divided into upper and lower. shells that mate together with a bonded belly band splice joint to create the completed structural assembly. The benefits of a split CCM far outweigh the risks of a joint. These benefits include lower tooling cost and less manufacturing risk. Assembly of the top and bottom halves of the pressure shell will allow access to the interior of the shell throughout remaining fabrication sequence and can also potentially permit extensive installation of equipment and .crew facilities prior to final assembly of the two shell halves. A Pi pre-form is a woven carbon composite material which is provided in pre-impregnated form and frozen for long term storage. The cross-section shape allows the top of the pi to be bonded to a flat or curved surface with a second flat plate composite section bonded between two upstanding legs of the Pi. One of the regions relying on the merits of the Pi pre-form is the backbone. All connections among plates of the backbone structure, including the upper flanges, and to the lobe base of the pressure shell are currently joined by Pi pre-forms. The intersection of backbone composite plates is formed by application of two Pi pre-forms, top flanges and lobed surfaces are bonded with one Pi pre-form. The process of applying the pre-impregnated pi-preform will be demonstrated to include important steps like surface preparation, forming, application of pressure dams, vacuum bagging for consolidation, and curing techniques. Chopped carbon fiber tooling was selected over other traditional metallic and carbon fiber tooling. The requirement of schedule and cost economy for a moderate reuse cure tool warranted composite tooling options. Composite tooling schedule duration of 18 weeks compared favorably against other metallic tooling including invar tooling. Composite tooling also shows significant cost savings over low CTE metallic options. The composite tooling options were divided into two groups and the final decision was based on the cost, schedule, tolerance, temperature, and reuse requirements.

Pelham, Larry↗
NASA NTRS2010

Comparison of Autoclave and Out-of-Autoclave Composites

The National Aeronautics and Space Administration (NASA) Exploration Systems Mission Directorate initiated an Advanced Composite Technology Project through the Exploration Technology Development Program in order to support the polymer composite needs for future heavy lift launch architectures. As an example, the large composite dry structural applications on Ares V inspired the evaluation of autoclave and out-of-autoclave (OOA) composite materials. A NASA and industry team selected the most appropriate materials based on component requirements for a heavy lift launch vehicle. Autoclaved and OOA composites were fabricated and results will highlight differences in processing conditions, laminate quality, as well as initial room temperature thermal and mechanical performance. Results from this study compare solid laminates that were both fiber-placed and hand-laid. Due to the large size of heavy-lift launch vehicle composite structures, there is significant potential that the uncured composite material or prepreg will experience significant out-life during component fabrication. Therefore, prepreg out-life was a critical factor examined in this comparison. In order to rigorously test material suppliers recommended out-life, the NASA/Industry team extended the out-time of the uncured composite prepreg to values that were approximately 50% beyond the manufacturers out-time limits. Early results indicate that the OOA prepreg composite materials suffered in both composite quality and mechanical property performance from their extended out-time. However, the OOA materials performed similarly to the autoclaved composites when processed within a few days of exposure to ambient "shop" floor handling. Follow on studies evaluating autoclave and OOA aluminum honeycomb core sandwich composites are planned.

Sutter, James K.↗
NASA NTRS2015

Critical Team Composition Issues for Long-Distance and Long-Duration Space Exploration: A Literature Review, an Operational Assessment, and Recommendations for Practice and Research

Prevailing team effectiveness models suggest that teams are best positioned for success when certain enabling conditions are in place (Hackman, 1987; Hackman, 2012; Mathieu, Maynard, Rapp, & Gilson, 2008; Wageman, Hackman, & Lehman, 2005). Team composition, or the configuration of member attributes, is an enabling structure key to fostering competent teamwork (Hackman, 2002; Wageman et al., 2005). A vast body of research supports the importance of team composition in team design (Bell, 2007). For example, team composition is empirically linked to outcomes such as cooperation (Eby & Dobbins, 1997), social integration (Harrison, Price, Gavin, & Florey, 2002), shared cognition (Fisher, Bell, Dierdorff, & Belohlav, 2012), information sharing (Randall, Resick, & DeChurch, 2011), adaptability (LePine, 2005), and team performance (e.g., Bell, 2007). As such, NASA has identified team composition as a potentially powerful means for mitigating the risk of performance decrements due to inadequate crew cooperation, coordination, communication, and psychosocial adaptation in future space exploration missions. Much of what is known about effective team composition is drawn from research conducted in conventional workplaces (e.g., corporate offices, production plants). Quantitative reviews of the team composition literature (e.g., Bell, 2007; Bell, Villado, Lukasik, Belau, & Briggs, 2011) are based primarily on traditional teams. Less is known about how composition affects teams operating in extreme environments such as those that will be experienced by crews of future space exploration missions. For example, long-distance and long-duration space exploration (LDSE) crews are expected to live and work in isolated and confined environments (ICEs) for up to 30 months. Crews will also experience communication time delays from mission control, which will require crews to work more autonomously (see Appendix A for more detailed information regarding the LDSE context). Given the unique context within which LDSE crews will operate, NASA identified both a gap in knowledge related to the effective composition of autonomous, LDSE crews, and the need to identify psychological and psychosocial factors, measures, and combinations thereof that can be used to compose highly effective crews (Team Gap 8). As an initial step to address Team Gap 8, we conducted a focused literature review and operational assessment related to team composition issues for LDSE. The objectives of our research were to: (1) identify critical team composition issues and their effects on team functioning in LDSE-analogous environments with a focus on key composition factors that will most likely have the strongest influence on team performance and well-being, and 1 Astronaut diary entry in regards to group interaction aboard the ISS (p.22; Stuster, 2010) 2 (2) identify and evaluate methods used to compose teams with a focus on methods used in analogous environments. The remainder of the report includes the following components: (a) literature review methodology, (b) review of team composition theory and research, (c) methods for composing teams, (d) operational assessment results, and (e) recommendations.

Bell, Suzanne T.↗
DOE OSTI2023

Experimental determinations of carbon and hydrogen isotope fractionations and methane clumped isotope compositions associated with ethane pyrolysis from 550 to 600°C

Methane clumped isotope compositions signify the relative natural abundances of rare, doubly substituted isotopic species of methane ( 13 CH 3 D and 12 CH 2 D 2 ) and have emerged as a new isotopic tool to trace the sources, sinks, and lifecycles of methane in the environment. Such measurements can identify equilibration (or reequilibration) temperatures if found to be in isotopic equilibrium or non-equilibrium processes (e.g., kinetically controlled reactions or mixing) if not in isotopic equilibrium. Naturally occurring thermogenic methane—formed by the thermally activated breakdown of larger organic molecules—has been found to have clumped isotope compositions consistent with equilibrium at reasonable gas formation temperatures in some settings and non-equilibrium processes occurring during either formation, migration, storage, or extraction in others. To explore the potential controls on the isotopic composition of thermogenic methane, we conducted isothermal time-series ethane pyrolysis experiments at 550 and 600 °C to measure methane and ethane 13 C/ 12 C and D/H fractionations and methane clumped isotope compositions (resolved 13 CH 3 D and 12 CH 2 D 2 ). We explore the effects of modifying the initial clumped isotope composition of ethane and the addition of water vapor to pyrolysis experiments. We observe that ethane and methane 13 C/ 12 C are controlled by kinetic isotope effects and Rayleigh distillation processes. In contrast, ethane and methane D/H and methane clumped isotope compositions appear to be controlled by a combination of these processes and hydrogen isotope exchange. The hydrogen isotope exchange processes lead to isotopic equilibrium as reaction completion is approached for both D/H (ethane/methane) and methane clumped isotope compositions. Here, we develop a chemical model based on a mass balance approach that accounts for inheritance vs. hydrogen-abstraction formation pathways for singly and doubly substituted isotopologues of ethane and methane that is compared to the experimental data. The model allows the determination of carbon and hydrogen kinetic isotope effects associated with ethane cracking and hydrogen abstraction reactions that, where applicable, we compare to prior theoretical constraints. From the comparison of the model to the experimental data, we infer that the kinetically controlled ethane and methane bulk isotope compositions and methane clumped isotope compositions are controlled by kinetic isotope effects (both primary and secondary) associated with both C–C bond and C–H bond cleavage reactions. Specifically, the methane clumped isotope compositions likely result from a combination of clumped isotope effects associated with ethane breakdown and/or assembly of methane isotopologues (expressed in terms of γ-factor parameters ≠ 1) and combinatorial effects that arise probabilistically. We discuss our experimental results in the context of recent pyrolysis experiments and observations of naturally occurring thermogenic methane. We consider a proposal consistent with observations from nature that the hydrogen isotope exchange reactions that promote equilibration of methane isotopic molecules at or near formation temperature may be facilitated by free radicals generated by pyrolysis reactions. In this framework, isotope exchange effectively ceases when pyrolysis effectively ceases locking in compositions that can be consistent with peak formation temperatures.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2020

U 3 Si 2 and UO 2 composites densified by spark plasma sintering for accident-tolerant fuels

This work reports the synthesis and characterization of the U 3 Si 2 and UO 2 composites sintered by spark plasma sintering (SPS) with controlled microstructures for accident-tolerant fuel application. The U 3 Si 2 and UO 2 composites with different silicide and oxide ratios were synthesized by SPS at temperatures from 1000 to 1300 °C for 5 minutes. The microstructure and phase composition of the SPS densified composite fuels were characterized with scanning electron microscopy, X-ray diffraction (XRD), and energy dispersed spectroscopy (EDS). A systematic study of the thermal and mechanical properties was conducted using microhardness testing and laser flash apparatus, along with oxidation resistance measurements using thermogravimetric analysis (TGA). The results show that the synthesis of composite fuels can be achieved with a 90% theoretical density (TD) at 1000 °C and over 95% TD when sintered at 1300 °C. XRD and EDS results confirmed that the dominant phases in the composites are U 3 Si 2 and UO 2 . Improved physical density generally leads to improved hardness, fracture toughness, thermal diffusivity, and onset temperature during the oxidation process. U 3 Si 2 was found to play a dominant role in determining the mechanical and oxidation properties of the composite fuels, whereas UO 2 had a more important impact on controlling the thermal diffusivity of the composites. The composite with 50 wt% UO 2 sintered at 1300 °C displayed the onset oxidation temperature of 500 °C by dynamic oxidation testing using TGA at a ramp degree of 10 °C/min. The composite also achieved a high fracture toughness of ~3.5 MPa m ½ . Finally, these results highlight the potential of composite fuel forms densified by SPS with simultaneously enhanced fissile element density, fracture toughness, thermal transport properties, and oxidation resistance.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Uncertainty-Based Design: Finite Element and Explainable Machine Learning Modeling of Carbon–Carbon Composites for Ultra-High Temperature Solar Receivers

Design under uncertainty has significantly grown in research developments during the past decade. Additionally, machine learning (ML) and explainable ML (XML) have offered various opportunities to provide reliable predictable models. The current article investigates the use of finite element modeling (FEM), ML and XML predictions, and uncertain-based design of carbon-carbon (C-C) composites for use in ultra-high temperatures. A C-C composite concentrating solar power (CSP) as a microvascular receiver is considered as a case study. These C-C composites are fiber composites with directly integrated carbonized microchannels to form a lightweight, high-absorptivity material that includes an embedded microvascular network of channels. The topology of these microchannels is engineered to optimize heat transfer to a supercritical carbon dioxide (sCO2) heat transfer fluid. The mechanical characterization of C-C composites is highly challenging. Thus, designing every component made of C-C composites for ultra-high temperature applications needs an uncertainty-based analysis. As a part of a comprehensive project on the development of a novel carbonized microvascular C-C composite, this paper explores C-C composite sensitivity analysis, FEM, ML prediction, and XML analysis. The resulting composite can then be carbonized and coated with an oxidation-resistant coating to form a thermally efficient and mechanically robust C-C composite. An ANSYS 3-D-FE model was used to analyze the CSP’s stress/strain. To consider the variability in the mechanical and thermal properties of C-C composites, various mechanical properties are considered as the ANSYS FEM’s input. A synthetic dataset from 730 ANSYS runs was produced to feed into the ML and XML algorithms for uncertainty analysis and prediction. The ML and XML algorithms could accurately predict the CSP stresses/strains.

Daghigh, Vahid (ORCID:0000000298941620)↗
NASA NTRS1983

Mechanics of composite materials: Recent advances; Proceedings of the Symposium, Virginia Polytechnic Institute and State University, Blacksburg, VA, August 16-19, 1982

The present conference on the mechanics of composites discusses microstructure's influence on particulate and short fiber composites' thermoelastic and transport properties, the elastoplastic deformation of composites, constitutive equations for viscoplastic composites, the plasticity and fatigue of metal matrix composites, laminate damping mechanisms, the micromechanical modeling of Kevlar/epoxy composites' time-dependent failure, the variational characterization of waves in composites, and computational methods for eigenvalue problems in composite design. Also discussed are the elastic response of laminates, elastic coupling nonlinear effects in unsymmetrical laminates, elasticity solutions for laminate problems having stress singularities, the mechanics of bimodular composite structures, the optimization of laminated plates and shells, NDE for laminates, the role of matrix cracking in the continuum constitutive behavior of a damaged composite ply, and the energy release rates of various microcracks in short fiber composites.

Hashin, Z.↗
NASA NTRS1992

A domain-specific design architecture for composite material design and aircraft part redesign

Advanced composites have been targeted as a 'leapfrog' technology that would provide a unique global competitive position for U.S. industry. Composites are unique in the requirements for an integrated approach to designing, manufacturing, and marketing of products developed utilizing the new materials of construction. Numerous studies extending across the entire economic spectrum of the United States from aerospace to military to durable goods have identified composites as a 'key' technology. In general there have been two approaches to composite construction: build models of a given composite materials, then determine characteristics of the material via numerical simulation and empirical testing; and experience-directed construction of fabrication plans for building composites with given properties. The first route sets a goal to capture basic understanding of a device (the composite) by use of a rigorous mathematical model; the second attempts to capture the expertise about the process of fabricating a composite (to date) at a surface level typically expressed in a rule based system. From an AI perspective, these two research lines are attacking distinctly different problems, and both tracks have current limitations. The mathematical modeling approach has yielded a wealth of data but a large number of simplifying assumptions are needed to make numerical simulation tractable. Likewise, although surface level expertise about how to build a particular composite may yield important results, recent trends in the KBS area are towards augmenting surface level problem solving with deeper level knowledge. Many of the relative advantages of composites, e.g., the strength:weight ratio, is most prominent when the entire component is designed as a unitary piece. The bottleneck in undertaking such unitary design lies in the difficulty of the re-design task. Designing the fabrication protocols for a complex-shaped, thick section composite are currently very difficult. It is in fact this difficulty that our research will address.

Punch, W. F., III↗
NASA NTRS1993

Integrated analysis and design of thick composite structures for optimal passive damping characteristics

The development of novel composite mechanics for the analysis of damping in composite laminates and structures and the more significant results of this effort are summarized. Laminate mechanics based on piecewise continuous in-plane displacement fields are described that can represent both intralaminar stresses and interlaminar shear stresses and the associated effects on the stiffness and damping characteristics of a composite laminate. Among other features, the mechanics can accurately model the static and damped dynamic response of either thin or thick composite laminates, as well as, specialty laminates with embedded compliant damping layers. The discrete laminate damping theory is further incorporated into structural analysis methods. In this context, an exact semi-analytical method for the simulation of the damped dynamic response of composite plates was developed. A finite element based method and a specialty four-node plate element were also developed for the analysis of composite structures of variable shape and boundary conditions. Numerous evaluations and applications demonstrate the quality and superiority of the mechanics in predicting the damped dynamic characteristics of composite structures. Finally, additional development was focused on the development of optimal tailoring methods for the design of thick composite structures based on the developed analytical capability. Applications on composite plates illustrated the influence of composite mechanics in the optimal design of composites and the potential for significant deviations in the resultant designs when more simplified (classical) laminate theories are used.

Saravanos, D. A.↗
NASA NTRS1997

The Charging of Composites in the Space Environment

Deep dielectric charging and subsequent electrostatic discharge in composite materials used on spacecraft have become greater concerns since composite materials are being used more extensively as main structural components. Deep dielectric charging occurs when high energy particles penetrate and deposit themselves in the insulating material of spacecraft components. These deposited particles induce an electric field in the material, which causes the particles to move and thus changes the electric field. The electric field continues to change until a steady state is reached between the incoming particles from the space environment and the particles moving away due to the electric field. An electrostatic discharge occurs when the electric field is greater than the dielectric strength of the composite material. The goal of the current investigation is to investigate deep dielectric charging in composite materials and ascertain what modifications have to be made to the composite properties to alleviate any breakdown issues. A 1-D model was created. The space environment, which is calculated using the Environmental Workbench software, the composite material properties, and the electric field and voltage boundary conditions are input into the model. The output from the model is the charge density, electric field, and voltage distributions as functions of the depth into the material and time. Analysis using the model show that there should be no deep dielectric charging problem with conductive composites such as carbon fiber/epoxy. With insulating materials such as glass fiber/epoxy, Kevlar, and polymers, there is also no concern of deep dielectric charging problems with average day-to-day particle fluxes. However, problems can arise during geomagnetic substorms and solar particle events where particle flux levels increase by several orders of magnitude, and thus increase the electric field in the material by several orders of magnitude. Therefore, the second part of this investigation was an experimental attempt to measure the continuum electrical properties of a carbon fiber/epoxy composite, and to create a composite with tailorable conductivity without affecting its mechanical properties. The measurement of the conductivity and dielectric strength of carbon fiber/epoxy composites showed that these properties are surface layer dominated and difficult to measure. In the second experimental task, the conductivity of a glass fiber/epoxy composite was increased by 3 orders of magnitude, dielectric constant was increased approximately by a factor of 16, with minimal change to the mechanical properties, by adding conductive carbon black to the epoxy.

Czepiela, Steven A.↗
NASA NTRS1998

MoSi2-Base Hybrid Composite Passed Engine Test

The intermetallics compound molybdenum disilicide (MoSi2) is an attractive high-temperature structural material for advanced engine applications. It has excellent oxidation resistance, a high melting point, relatively low density, and high thermal conductivity, and it is easily machined. Past research'at the NASA Lewis Research Center has resulted in the development of a hybrid composite consisting of a MoSi2 matrix reinforced with silicon nitride (Si3N4) Particulate and silicon carbide (SiC) fibers. This composite has demonstrated attractive strength, toughness, thermal fatigue, and oxidation resistance, including resistance to "pest" oxidation. These properties attracted the interest of the Office of Naval Research and Pratt & Whitney, and a joint NASA/Navy/Pratt & Whitney effort was developed to continue to mature the MoSi2 Composite technology. A turbine blade outer air seal, which was part of the Integrated High Performance Turbine Engine Technology (IHPTET) program, was chosen as a first component on which to focus. The first tasks of the materials development effort were to develop improved processing methods to reduce costs and to use fine-diameter fibers that enable the manufacturing of complex shapes. Tape-casting methods were developed to fully infiltrate the fine SiC fibers with matrix powders. The resulting composites were hot pressed to 100-percent density. Composites with cross-plied fiber architectures with 30 vol. % hi-nicalon SiC fibers and 30 vol. % nitride particles are now made routinely and demonstrate a good balance of properties. The next task entailed the measurement of a wide variety of mechanical properties to confirm the suitability of this composite in engines. In particular, participants in this effort demonstrated that composites made with Hi-Nicalon fibers had strength and toughness properties equal to or better than those of the composites made with the large-diameter fibers that had been used previously. Another critically important property measured was impact resistance. Aircraft engine components require sufficient toughness to resist manufacturing defects, assembly damage, stress concentrations at notches, and foreign object damage. Engine company designers indicated that impact resistance would have to be measured before they would seriously consider these types of composites. The Charpy V-notch test was chosen to assess impact resistance, and both monolithic and composite versions Of MOSi2 were tested from -300 to 1400 C. The results (see the following graphs) show that nitride-particulate-reinforced MoSi2 exhibited impact resistance higher than that of many monolithic ceramics and intermetallics, and that the fiber-reinforced composites had even higher values, approaching that of cast superalloys.

Keith, Theo G., Jr.↗
NASA NTRS1999

Lunar Meteorites and Implications for Compositional Remote Sensing of the Lunar Surface

Lunar meteorites (LMs) are rocks found on Earth that were ejected from the Moon by impact of an asteroidal meteoroid. Three factors make the LMs important to remote-sensing studies: (1) Most are breccias composed of regolith or fragmental material; (2) all are rocks that resided (or breccias composed of material that resided) in the upper few meters of the Moon prior to launch and (3) most apparently come from areas distant from the Apollo sites. How Many Lunar Locations? At this writing (June 1999), there are 18 known lunar meteorite specimens. When unambiguous cases of terrestrial pairing are considered, the number of actual LMs reduces to 13. (Terrestrial pairing is when a single piece of lunar rock entered Earth's atmosphere, but multiple fragments were produced because the meteoroid broke apart on entry, upon hitting the ground or ice, or while being transported through the ice.) We have no reason to believe that LMs preferentially derive from any specific region(s) of the Moon; i.e., we believe that they are samples from random locations. However, we do not know how many different locations are represented by the LMs; mathematically, it could be as few as 1 or as many as 13. The actual maximum is < 13 because in some cases a single impact appears to have yielded more than one LM. Yamato 793169 and Asuka 881757 are considered "source-crater paired" or "launch paired" because they are compositionally and petrographically similar to each other and distinct from the others, and both have similar cosmic-ray exposure (CRE) histories. The same can be said of QUE 94281 and Y 793274. Thus the 13 meteorites probably represent a maximum of 11 locations on the Moon. The minimum number of likely source craters is debated and in flux as new data for different isotopic systems are obtained. Conservatively, considering CRE data only, a minimum of about 5 impacts is required. Compositional and petrographic data offer only probabilistic constraints. An extreme, but not unreasonable viewpoint, is that such data offer no constraint. For example, if one were to cut up the Apollo 17 landing site (which was selected for its diversity) into softball-sized pieces, some of those pieces (e.g., sample 70135) would be crystalline mare basalts like Y 793169 whereas others (e.g., sample 73131 would be feldspathic regolith breccias like MAC 88104/ 88105. However, nature is not so devious. Warren argues that LMs come from craters of only a few kilometers in diameter. If so, even though CRE data allow, for example, that ALHA 81005 and Y 791197) were launched simultaneously from the same crater, the probability is nevertheless low because the two meteorites are compositionally and mineralogically distinct. Thus, within the allowed range (5-11) for the number of locations represented by the LMs, values at the high end of the range are probably more likely. Mare Meteorites: Three LMs consist almost entirely of mare basalt. Two, Y 793169 and Asuka 881757, are unbrecciated, low-Ti, crystalline rocks that are compositionally and mineralogically similar (but not identical) to each other; they probably derive from a single lunar-mare location. The third, EET 87521/96008, is a fragmental breccia consisting predominantly of VLT mare basalt. Thus, these LMs probably represent only two lunar mare locations. The basaltic LMs have mineral and bulk compositions distinct from Apollo mare basalts. The petrography of Calcalong Creek has not been described in detail, but compositionally it is unique in that it corresponds to a mixture (breccia) of about one-half feldspathic material (i.e., the mean composition of the feldspathic lunar meteorites, below), one-fourth KREEP norite, one-fourth VLT mare basalt (like EET 87521), and 1% CI chondrite. With 4 micro g/g Th and correspondingly high concentrations of other incompatible elements, it is the only lunar meteorite that is likely to have come from within the Procellarum KREEP Terrane (PKT). Yamato 793274 and QUE 94281 are together distinct in being fragmental breccias containing subequal parts of feldspathic highland material and VLT mare basalt. Jolliff et al. estimate a mare to highland ratio of 54:46 for QUE 94281 and 62:38 for Y 793274; this difference is well within the range observed for soils collected only centimeters apart (in cores) at interface site like Apollo 15 and 17 [11]. Although the two meteorites were found on opposite sides of Antarctica, they are probably launch-paired. The strongest evidence is that the pyroclastic glass spherules that occur in both are of two compositional groups and the two groups are essentially the same in both meteorites. Yamato 791197 is nominally a feldspathic lunar meteorite (below), but among FLMs, it probably contains the highest abundance of clasts and glasses of mare derivation. As a consequence, its composition is at the high-Fe, low-Mg end of the range for FLMs and is not included in the FLM average of Table 1. Its composition is consistent with about 10% mare-derived material. Similarly, the two small (Y 82) pieces of Y 82192/82193186032 are more mafic than the large (Y 86) piece, probably as a result of about 7% mare-derived material. All Apollo missions went to areas in or near the PKT, and, consequently, all Apollo regolith samples are contaminated with Th-rich material from the PKT. At the nominally "typical" highland site, Apollo 16, about 30% of the regolith (<1-mm fines) is Th-rich ejecta from the Imbrium impact and about 6% is mare material probably derived from mare basins. Thus Apollo 16 regolith is not typical of the highlands. Among Apollo rocks, the compositions of the FLMs correspond most closely to the feldspathic granulitic breccias of Apollo 16 and 17. (Additional information is contained in original)

Korotev, R. L.↗
NASA NTRS2002

Analysis of Graphite-Reinforced Cementitious Composites

Strategically embedding graphite meshes in a compliant cementitious matrix produces a composite material with relatively high tension and compressive properties as compared to steel-reinforced structures fabricated from a standard concrete mix. Although these composite systems are somewhat similar, the methods used to analyze steel-reinforced composites often fail to characterize the behavior of their more advanced graphite-reinforced counterparts. This Technical Memorandum describes some of the analytical methods being developed to determine the deflections and stresses in graphite-reinforced cementitious composites. It is initially demonstrated that the standard transform section method fails to provide accurate results when the elastic moduli ratio exceeds 20. An alternate approach is formulated by using the rule of mixtures to determine a set of effective material properties for the composite. Tensile tests are conducted on composite samples to verify this approach. When the effective material properties are used to characterize the deflections of composite beams subjected to pure bending, an excellent agreement is obtained. Laminated composite plate theory is investigated as a means for analyzing even more complex composites, consisting of multiple graphite layers oriented in different directions. In this case, composite beams are analyzed using the laminated composite plate theory with material properties established from tensile tests. Then, finite element modeling is used to verify the results. Considering the complexity of the samples, a very good agreement is obtained.

Vaughan, R. E.↗
NASA NTRS2003

Strength, Fracture Toughness, and Slow Crack Growth of Zirconia/alumina Composites at Elevated Temperature

Various electrolyte materials for solid oxide fuel cells were fabricated by hot pressing 10 mol% yttria-stabilized zirconia (10-YSZ) reinforced with two different forms of alumina particulates and platelets each containing 0 to 30 mol% alumina. Flexure strength and fracture toughness of platelet composites were determined as a function of alumina content at 1000 C in air and compared with those of particulate composites determined previously. In general, elevated-temperature strength and fracture toughness of both composite systems increased with increasing alumina content. For a given alumina content, flexure strength of particulate composites was greater than that of platelet composites at higher alumina contents (greater than or equal to 20 mol%), whereas, fracture toughness was greater in platelet composites than in particulate composites, regardless of alumina content. The results of slow crack growth (SCG) testing, determined at 1000 C via dynamic fatigue testing for three different composites including 0 mol% (10-YSZ matrix), 30 mol % particulate and 30 mol% platelet composites, showed that susceptibility to SCG was greatest with SCG parameter n = 6 to 8 for both 0 and 30 mol% particulate composites and was least with n = 33 for the 30 mol% platelet composite.

Choi, Sung R.↗