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At least 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Magnetite (Fe 3 O 4 )—multiwalled carbon nanotube composite structures with performance as high rate electrode materials for Li-ion batteries

A method of synthesizing an electrode material for lithium ion batteries from Fe 3 O 4 nanoparticles and multiwalled carbon nanotubes (MWNTs) to yield (Fe 3 O 4 -NWNTs) composite heterostructures. The method includes linking the Fe 3 O 4 nanoparticles and multiwalled carbon nanotubes using a π-π interaction synthesis process to yield the composite heterostructure electrode material. Since Fe 3 O 4 has an intermediate voltage, it can be considered an anode (when paired with a higher voltage material) or a cathode (when paired with a lower voltage material).

Wong, Stanislaus↗
NASA NTRS2020

Oxygen and carbon stable isotope composition of the weathering Mg-carbonates on the surface of the LEW 85320 ordinary chondrite: Revisited

New δ13C and δ18O values were measured to constrain the formation mechanisms of two previously identified generations (Antarctica and Houston) of terrestrial weathering carbonates, nesquehonite, which formed on the surface of the Lewis Cliff 85320 ordinary chondrite. These two nesquehonite generations exhibit a characteristic carbon and oxygen isotopic trend which starts with a linear δ13C-δ18O covariation followed by a continuous increase in δ18O with little to no change in δ13C. Based upon the newly developed nesquehonite-water oxygen isotope thermometry and the measured δ18O value of melted ice from Antarctica, the formation temperature of the Antarctic nesquehonite generation was estimated to be -1.9 ± 3℃. Houston nesquehonite generation was most likely formed from an evaporative residue of the melted Antarctic ice at 30 ± 4℃. Modeling the isotopic trend of the two generations suggests that evaporation created large δ18O variations in the nesquehonite while carbon isotopes were stabilized by exchange between the parent liquid and atmospheric CO2. Thus, we suggest that carbonates formed by terrestrial weathering in Antarctica should possess a widespread in δ18O values and a narrow range in δ13C values under dry and cold conditions. Finally, the observed wide spread of δ18O in Martian carbonates (e.g., Allan Hills 84001 and Nakhla) can be explained by evaporation near 0℃ and may have formed by a similar mechanism to that of the nesquehonite in the LEW 85320. Meanwhile, the wide spread of δ13C suggests that two carbon reservoirs with distinct isotope compositions on Mars (e.g., the atmospheric carbon and magmatic carbon) may be actively participating in the formation process.

weathering↗
NASA NTRS1981

Gasification of carbon fiber composites for the alleviation of electrical hazards

A mixture of calcium acetate and lithium acetate applied to the surface of carbon fibers caused the fibers to gasify in a simulated airplane-crash fire. Tests conducted with a JPL-developed electrical detector showed the catalyst-modified composites to release few fibers during burning, while state-of-the-art composites released several hundred. Mechanical property tests demonstrated nearly identical behavior of catalyst-modified and state-of-the-art composites. Aging tests also showed little difference in the composite strength except for a severe reduction when soaked in water. Several promising new concepts resulted from the project, including catalytic elimination of carbon particulates from diesel exhaust, catalytic improvement of coal combustion, and electrical destruction of carbon particulates in combustion systems.

Hull, G.↗
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 NTRS2017

Highly Conductive Wire: Cu Carbon Nanotube Composite Ampacity and Metallic CNT Buckypaper Conductivity

NASA is currently working on developing motors for hybrid electric propulsion applications in aviation. To make electric power more feasible in airplanes higher power to weight ratios are sought for electric motors. One facet to these efforts is to improve (increase) the conductivity and (lower) density of the magnet wire used in motors. Carbon nanotubes (CNT) and composites containing CNT are being explored as a possible way to increase wire conductivity and lower density. Presented here are measurements of the current carrying capacity (ampacity) of a composite made from CNT and copper. The ability of CNT to improve the conductivity of such composites is hindered by the presence of semiconductive CNT (s-CNT) that exist in CNT supplies naturally, and currently, unavoidably. To solve this problem, and avoid s-CNT, various preferential growth and sorting methods are being explored. A supply of sorted 95 metallic CNT (m-CNT) was acquired in the form of thick film Buckypaper (BP) as part of this work and characterized using Raman spectroscopy, resistivity, and density measurements. The ampacity (Acm2) of the Cu-5volCNT composite was 3.8 lower than the same gauge pure Cu wire similarly tested. The lower ampacity in the composite wire is believed to be due to the presence of s-CNT in the composite and the relatively low (proper) level of longitudinal cooling employed in the test method. Although Raman spectroscopy can be used to characterize CNT, a strong relation between the ratios of the primary peaks GGand the relative amounts of m-CNT and s-CNT was not observed. The average effective conductivity of the CNT in the sorted, 95 m-CNT BP was 2.5 times higher than the CNT in the similar but un-sorted BP. This is an indication that improvements in the conductivity of CNT composites can be made by the use of sorted, highly conductive m-CNT.

wire↗
NASA NTRS2016

Carbon Nanotube Composite Ampacity and Metallic CNT Buckypaper Conductivity

NASA is currently working on developing motors for hybrid electric propulsion applications in aviation. To make electric power more feasible in airplanes higher power to weight ratios are sought for electric motors. One facet to these efforts is to improve (increase) the conductivity and (lower) density of the magnet wire used in motors. Carbon nanotubes (CNT) and composites containing CNT are being explored as a possible way to increase wire conductivity and lower density. Presented here are measurements of the current carrying capacity (ampacity) of a composite made from CNT and copper. The ability of CNT to improve the conductivity of such composites is hindered by the presence of semiconductive CNT (s-CNT) that exist in CNT supplies naturally, and currently, unavoidably. To solve this problem, and avoid s-CNT, various preferential growth and sorting methods are being explored. A supply of sorted 95 metallic CNT (m-CNT) was acquired in the form of thick film Buckypaper (BP) as part of this work and characterized using Raman spectroscopy, resistivity, and density measurements. The ampacity (Acm2) of the Cu-5volCNT composite was 3.8 lower than the same gauge pure Cu wire similarly tested. The lower ampacity in the composite wire is believed to be due to the presence of s-CNT in the composite and the relatively low (proper) level of longitudinal cooling employed in the test method. Although Raman spectroscopy can be used to characterize CNT, a strong relation between the ratios of the primary peaks GGand the relative amounts of m-CNT and s-CNT was not observed. The average effective conductivity of the CNT in the sorted, 95 m-CNT BP was 2.5 times higher than the CNT in the similar but un-sorted BP. This is an indication that improvements in the conductivity of CNT composites can be made by the use of sorted, highly conductive m-CNT.

yarns↗
NASA NTRS2005

Development of Carbon-Nanotube/Polymer Composites

A report presents a short discussion of one company's effort to develop composites of carbon nanotubes in epoxy and other polymer matrices. The focus of the discussion is on the desirability of chemically modifying carbon nanotubes to overcome their inherent chemical nonreactivity and thereby enable the formation of strong chemical bonds between nanotubes and epoxies (or other polymeric matrix materials or their monomeric precursors). The chemical modification is effected in a process in which discrete functional groups are covalently attached to the nanotube surfaces. The functionalization process was proposed by the company and demonstrated in practice for the first time during this development effort. The covalently attached functional groups are capable of reacting with the epoxy or other matrix resin to form covalent bonds. Furthermore, the company uses this process to chemically modify the nanotube surfaces, affording tunable adhesion to polymers and solubility in select solvents. Flat-sheet composites containing functionalized nanotubes demonstrate significantly improved mechanical, thermal, and electrical properties.

Reynolds, Thomas A.↗
DOE OSTI2020

A Comparative Study of Imidazolium-Based Ionic Liquid-Single-Walled Carbon Nanotube Composites with Enhanced Conductivity Properties for Supercapacitor Applications

Mixtures of ionic liquids (ILs) containing single-walled carbon nanotubes (SWCNTs) were prepared and characterized to obtain electrolytes with optimized transport properties for use in energy storage devices such as supercapacitors. Imidazolium ILs bearing cations with side chains of different functionality coupled with bis(trifluoromethylsulfonyl)amide (NTf 2- ) or bis(fluorosulfonyl)-amide (FSA-) anions, were used in mixtures containing up to 5 wt% SWCNTs. At and above 2 wt% nanotube loading, the mixtures exhibited higher conductivities than the pure ILs, in spite of the extremely high viscosities. Loadings of 5 wt% produced very high conductivities, and studies of the temperature dependence indicated a change in the charge transport mechanism between 2 and 5 wt% loading. At 5 wt% loading, the highest conductivities (up to 540 mS/cm at 25 °C) were obtained for the ILs containing the NTf 2- anion. Overall, these results can significantly contribute to the development of improved energy storage devices.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS1980

Shape change of Galileo probe models in free-flight tests

Scale models of the Galileo Probe made of polycarbonate, AXF5Q graphite, carbon-carbon composite, and carbon-phenolic were flown in a free flight range in an ambient gas of air, krypton, or xenon. Mach numbers varied between 14 and 24, Reynolds numbers between 300,000 and 1,000,000, stagnation pressures between 31 and 200 atm, and stagnation point heat transfer rates between 10 and 1,000 kW/sq cm. Shadowgraphs indicate gouging ablation of the aft portion of the frustum; the gouging was moderate in air and severe in the noble gases. The graphite models break in the same region. An explanation of the phenomena is offered in terms of the strong compression and shear caused by the reattachment of a turbulent separated flow. Conditions are calculated for similar tests appropriate for Von Karman Facility of the Arnold Engineering Development Center in which a larger model can be flown in argon.

Park, C.↗
NASA NTRS1984

Composites for Increased Wear Resistance: Current Achievements and Future Prospects

The various ways in which reductions in wear and/or friction can be achieved by the use of composite materials are reviewed. Reinforced plastics are emphasized and it is shown that fillers and fibers reduce wear via several mechanisms additional to their role of increasing overall mechanical strength, preferential transfer, counter face abrasion, preferential load support, or third-body formation on either the composite or its counterface. Examples are given from recent work on thin layer composites of the type widely used as dry bearings in aircraft flight control mechanisms. Developments in metal based composites and carbon-carbon composites for high energy brakes are discussed. The aspects which could benefit by increased fundamental understanding identified and the types of composites which appear to have greatest potential for further growth are indicated.

Lancaster, J. K.↗
NASA NTRS1994

A manufacturing database of advanced materials used in spacecraft structures

Cost savings opportunities over the life cycle of a product are highest in the early exploratory phase when different design alternatives are evaluated not only for their performance characteristics but also their methods of fabrication which really control the ultimate manufacturing costs of the product. In the past, Design-To-Cost methodologies for spacecraft design concentrated on the sizing and weight issues more than anything else at the early so-called 'Vehicle Level' (Ref: DOD/NASA Advanced Composites Design Guide). Given the impact of manufacturing cost, the objective of this study is to identify the principal cost drivers for each materials technology and propose a quantitative approach to incorporating these cost drivers into the family of optimization tools used by the Vehicle Analysis Branch of NASA LaRC to assess various conceptual vehicle designs. The advanced materials being considered include aluminum-lithium alloys, thermoplastic graphite-polyether etherketone composites, graphite-bismaleimide composites, graphite- polyimide composites, and carbon-carbon composites. Two conventional materials are added to the study to serve as baseline materials against which the other materials are compared. These two conventional materials are aircraft aluminum alloys series 2000 and series 7000, and graphite-epoxy composites T-300/934. The following information is available in the database. For each material type, the mechanical, physical, thermal, and environmental properties are first listed. Next the principal manufacturing processes are described. Whenever possible, guidelines for optimum processing conditions for specific applications are provided. Finally, six categories of cost drivers are discussed. They include, design features affecting processing, tooling, materials, fabrication, joining/assembly, and quality assurance issues. It should be emphasized that this database is not an exhaustive database. Its primary use is to make the vehicle designer aware of some of the most important aspects of manufacturing associated with his/her choice of the structural materials. The other objective of this study is to propose a quantitative method to determine a Manufacturing Complexity Factor (MCF) for each material being contemplated. This MCF is derived on the basis of the six cost drivers mentioned above plus a Technology Readiness Factor which is very closely related to the Technology Readiness Level (TRL) as defined in the Access To Space final report. Short of any manufacturing information, our MCF is equivalent to the inverse of TRL. As more manufacturing information is available, our MCF is a better representation (than TRL) of the fabrication processes involved. The most likely application for MCF is in cost modeling for trade studies. On-going work is being pursued to expand the potential applications of MCF.

Bao, Han P.↗
NASA NTRS1984

Liquid crystal polyester-carbon fiber composites

Liquid crystal polymers (LCP) have been developed as a thermoplastic matrix for high performance composites. A successful melt impregnation method has been developed which results in the production of continuous carbon fiber (CF) reinforced LCP prepreg tape. Subsequent layup and molding of prepreg into laminates has yielded composites of good quality. Tensile and flexural properties of LCP/CF composites are comparable to those of epoxy/CF composites. The LCP/CF composites have better impact resistance than the latter, although epoxy/CF composites possess superior compression and shear strength. The LCP/CF composites have good property retention until 200 F (67 % of room temperature value). Above 200 F, mechanical properties decrease significantly. Experimental results indicate that the poor compression and shear strength may be due to the poor interfacial adhesion between the matrix and carbon fiber as adequate toughness of the LCP matrix. Low mechanical property retention at high temperatures may be attributable to the low beta-transition temperature (around 80 C) of the LCP matrix material.

Chung, T. S.↗
DOE OSTI2020

Development and Integration of Predictive Models for Manufacturing and Structural Performance of Carbon Fiber Composites in Automotive Applications (Final Report)

The goal of this project is to develop integrated, state-of-the-art, computational modeling tools based on an integrated computational materials engineering (ICME) methodology that are critically needed to enable structural carbon fiber (CF) applications in automobiles. These tools are designed to predict the manufacturing and structural performance of CF composites, including stochastic effects. During the first phase of the project, the manufacturing and structural performance tools, including a stochastic driver, were developed, calibrated, and validated against coupon and component level test results. For this project, from the manufacturing side, the development efforts were focused on high-pressure resin transfer molding (HP-RTM), a potentially game-changing manufacturing technology that is capable of reaching the 3-5-minute cycle time that is necessary for volume manufacturing of composites. On the structural performance side, the crashworthiness of CF structures was studied. Accordingly, computational tools were developed and validated. The resulting differences between the numerical predictions and the experimental results in the first phase of the project were required to be less than 15%. During the second phase of the project, the manufacturing and performance tools were integrated by mapping the manufacturing outcomes (e.g., fiber angles, residual stresses, degree of cure, and defects) into the structural models. Also, using the tools developed in this project, an automotive assembly currently manufactured in steel (2016 GM Malibu) was redesigned to be manufactured using advanced CF composites with the objective of comparing the performance of the CF assembly with the developed ICME model predictions. The weight, performance and cost of the CF assembly were compared with the baseline steel assembly as well. The CF underbody design was shown to be 30% lighter than the corresponding steel design. The CF underbody assembly withstood the side pole impact with less than half the intrusion for the steel assembly. Excellent correlations within 10% for both peak impact load and intrusion were observed between the numerical predictions and experimental results. Based on the cost models developed in the project, the cost increase per Kg saved was determined to be $22. The project team has prepared a total of 28 publications in various journals and conferences and broadly communicated the project results for the benefit of the composite industry. The project team has also prepared a total of 10 patent applications that were submitted to the US Patent and Trademark office.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Metal-organic-framework and walnut shell biochar composites for lead and hexavalent chromium removal from aqueous environments

Extensive research in recent years has explored the realm of porous carbon composites for various applications, including electrochemistry, structural materials, environmental remediation, and more. In particular, the fabrication of porous carbon composites using a metal-organic framework (MOF) and biochar (BC) for aqueous remediation is a fairly new avenue of research. In this study, a MOF-BC composite was synthesized with unmodified and chemically modified BCs using solvothermal synthesis. The composites were used as adsorbents to remediate heavy metals, such as lead (II) and chromium (VI), from aqueous environments. Here, it was verified that the MOF was homogeneously deposited onto the BC's surface using various material characterization techniques. Lead and chromium adsorption studies revealed a high adsorption capacity with greater than 99% removal for lead and ∼65% for chromium, respectively. Impressively, for lead, the highest observed experimental adsorption capacity of the MOF-chemically modified BC composite was 535 mg/g, compared to 240 mg/g for pristine BC. Meanwhile, the adsorption capacity of the same MOF-BC composite for chromium ions was low at 18 mg/g, compared to 80 mg/g for the chemically modified BC. The MOF-BC had a rapid adsorption rate, achieving equilibrium at only 150 min of reaction time for lead ions. MOF-BCs have higher adsorption for cationic lead through physisorption and ion-exchange mechanisms, whereas, for anionic chromium, removal is dominated only by physisorption mechanisms. The outcomes and methodological developments attained in this study offer a novel and compelling approach for synthesizing MOF-BC composites for aqueous remediation applications.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS1993

The concentration and isotopic composition of carbon in basaltic glasses from the Juan de Fuca Ridge, Pacific Ocean

The abundance and C-13/C-12 ratios of carbon were analyzed in basaltic glass from twenty locations along the Juan de Fuca Ridge using a 3-step combustion/extraction technique. Carbon released during the first two combustion steps at 400-500 C and 600-650 C is interpreted to be secondary, and only the carbon recovered during a final combustion step at about 1200 C is thought to be indigenous to the samples. For carbon released at about 1200 C, glasses analyzed as 1-2 mm chips contained 23-146 ppm C with delta C-13 values of -4.8 to -9.3 per mil, whereas samples crushed to 38-63 microns or 63-90 microns yielded 56-103 ppm C with delta C-13 values of -6.1 to -9.2 per mil. The concentrations and isotopic compositions of the primary carbon dissolved in the glasses and present in the vesicles are similar to those previously reported for other ocean-ridge basalts. The Juan de Fuca basaltic magmas were not in equilibrium with respect to carbon when they erupted and quenched on the sea floor. Evidence of disequilibrium includes (1) a large range of carbon contents among glasses collected at similar depths, (2) a highly variable calculated carbon isotopic fractionation between melt and vapor determined by comparing crushed and uncrushed splits of the same sample, and (3) a lack of correlation between vesicle abundance, carbon concentration, and depth of eruption. Variations in carbon concentration and delta C-13 ratios along the ridge do not correlate with major element chemistry. The observed relationship between carbon concentrations and delta C-13 values may be explained by late-stage, variable degrees of open-system (Rayleigh-like) degassing.

Blank, Jennifer G.↗
NASA NTRS2012

Processing and Damage Tolerance of Continuous Carbon Fiber Composites Containing Puncture Self-Healing Thermoplastic Matrix

Research at NASA Langley Research Center (NASA LaRC) has identified several commercially available thermoplastic polymers that self-heal after ballistic impact and through-penetration. One of these resins, polybutadiene graft copolymer (PB(sub g)), was processed with unsized IM7 carbon fibers to fabricate reinforced composite material for further evaluation. Temperature dependent characteristics, such as the degradation point, glass transition (T(sub g)), and viscosity of the PBg polymer were characterized by thermogravimetric analysis (TGA), differential scanning calorimetry (DSC), and dynamic parallel plate rheology. The PBg resin was processed into approximately equal to 22.0 cm wide unidirectional prepreg tape in the NASA LaRC Advanced Composites Processing Research Laboratory. Data from polymer thermal characterization guided the determination of a processing cycle used to fabricate quasi-isotropic 32-ply laminate panels in various dimensions up to 30.5cm x 30.5cm in a vacuum press. The consolidation quality of these panels was analyzed by optical microscopy and acid digestion. The process cycle was further optimized based on these results and quasi-isotropic, [45/0/-45/90]4S, 15.24cm x 15.24cm laminate panels were fabricated for mechanical property characterization. The compression strength after impact (CAI) of the IM7/pBG composites was measured both before and after an elevated temperature and pressure healing cycle. The results of the processing development effort of this composite material as well as the results of the mechanical property characterization are presented in this paper.

Grimsley, Brian W.↗
NASA NTRS2015

Fracture Toughness of Carbon Fiber Composites Containing Various Fiber Sizings and a Puncture Self-Healing Thermoplastic Matrix

Ongoing efforts at NASA Langley Research Center (LaRC) have resulted in the identification of several commercially available thermoplastic resin systems which self-heal after ballistic impact and through penetration. One of these resins, polybutylene graft copolymer (PBg), was selected as a matrix for processing with unsized carbon fibers to fabricate reinforced composites for further evaluation. During process development, data from thermo-physical analyses was utilized to determine a processing cycle to fabricate laminate panels, which were analyzed by photo microscopy and acid digestion. The process cycle was further optimized based on these results to fabricate panels for mechanical property characterization. The results of the processing development effort of this composite material, as well as the results of the mechanical property characterization, indicated that bonding between the fiber and PBg was not adequate. Therefore, three sizings were investigated in this work to assess their potential to improve fiber/matrix bonding compared to previously tested unsized IM7 fiber. Unidirectional prepreg was made at NASA LaRC from three sized carbon fibers and utilized to fabricate test coupons that were tested in double cantilever beam configurations to determine GIc fracture toughness.

Cano, Roberto J.↗