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Six silicone modified resins were selected for evaluation in unidirectional filament wound graphite laminates. Neat samples of these resins had 1,000 C char residues of 6-63%. The highest flexural values measured for the laminates were a strength of 1,220 MPa and a modulus of 105 GPa. The highest interlaminar shear strength was 72 MPa.
The objective of this study was to increase the fracture toughness of multilayer continuous-filament graphite-epoxy composites. The method used is intermittent interlaminar bonding which can lead to a large increase in the fracture surface area. Intermittent bonding was achieved through introduction of thin perforated Mylar between the layers of the composite. For the optimum condition, fracture toughness was increased from about 100 kJ/sq m for untreated specimens to an average of about 500 kJ/sq m, while tensile strength dropped from 500 MPa to 400 MPa, and elastic modulus remained the same at about 75 GPa. An approximate analysis is presented to explain the improvement in toughness.
Unidirectional Hercules AS/3501-6 graphite fiber epoxy composites are subjected to repeated controlled low-velocity drop-weight impacts in the laminate direction. The degradation is ultrasonically monitored using through-thickness attenuation and a modified stress wave factor, SWF. There are correlations between the number of drop-weight impacts, the residual tensile strength, the through-thickness attenuation and the SWF.
The ultrasonic group velocity and attenuation were measured as a function of frequency for longitudinal and shear waves in the Hercules epoxy matrix (3501-6) and in the principal directions of the unidirectional Hercules graphite fiber epoxy composite (AS/3501-6). Tests were conducted in the frequency ranges 0.25-14 MHz and 0.5-3 MHz for longitudinal and shear wave modes, respectively. While the attenuation increased with frequency for all wave modes, the group velocity was independent of frequency for all wave modes. In studying the effects of transducer-specimen interface couplant and pressure, it was found that for each transducer, there exists a frequency-dependent 'saturation pressure' corresponding to the maximum output amplitude of the signal.
Results of an experimental study of the postbuckling response and failure characteristics of 16- and 24-ply quasi-isotropic and 24-ply orthotropic flat rectangular graphite-epoxy plates loaded in compression are examined. Some of the specimens had circular drilled holes or were subjected to low-speed impact damage. The ratio of failure load to buckling load was found to be higher for specimens with lower initial buckling strains than for specimens with higher initial buckling strains. Some specimens supported more than five times their initial buckling load before failing. The specimens failed along a nodal line of the buckling mode in an induced shear failure mode. Holes and impact damage had a more adverse effect on the postbuckling strength of specimens with high initial buckling strains than on the strength of specimens with lower initial buckling strains.
High-resolution transmission electron microscopy shows that carbon in the Allende carbonaceous chondrite meteorite is predominantly a poorly crystalline graphite. Such material is of interest as an important carrier of the isotopically anomalous noble gases found in carbonaceous chondrites.
The effective masses, carrier scattering times and carrier mobilities have been measured in selected graphite intercalation compounds using the Shubnikov-de Haas effect at a series of temperatures between 4 and 50 K. Effective masses are less than or equal to 0.1 of the free-electron mass, scattering times are about 10 to the -13th/s and carrier mobilities are on the order of 10,000 sq cm/V s.
This program was designed to develop technology for fabrication of graphite/epoxy composites containing selected boron and boron-containing fillers, determine the effects of the fillers on physical and mechanical properties of composites, and evaluate the effectiveness of the boron fillers for fiber retention when the composites are exposed to fire conditions followed by impact. Fillers evaluated were crystalline and amorphous boron, boron carbide, and aluminum boride. The fillers were evaluated by mixing with Narmco 5208 resin matrix at quantities up to 5%. Graphite composites were fabricated and evaluated with respect to their mechanical properties, resistance to humidity, and burning characteristics. Also, the mechanism by which the fillers prevented fiber release was studied.
A description is given of the manufacturing processes developed for large-quantity production of space structure graphite/epoxy composite tubes. The tubes are to be delivered to orbit by the Space Shuttle and assembled by astronaut-assisted assembly machines. The tooling and manufacturing system uses a novel method of dry fiber placement which carefully controls fiber position and orientation and a non-autoclave cure for the epoxy resin. The means of dimensional tolerance control over differential thermal expansion between metal tooling and graphite tubes, resin shrinkage during cure, hot pressurized resins in close tolerance tooling, and tool wear, are examined in detail. A successful pilot production program is also reported.
The effect of the matrix resin on the impact damage tolerance of graphite-epoxy composite laminates was investigated. The materials were evaluated on the basis of the damage incurred due to local impact and on their ability to retain compression strength in the presence of impact damage. Twenty-four different resin systems were evaluated. Five of the systems demonstrated substantial improvements compared to the baseline system including retention of compression strength in the presence of impact damage. Examination of the neat resin mechanical properties indicates the resin tensile properties influence significantly the laminate damage tolerance and that improvements in laminate damage tolerance are not necessarily made at the expense of room temperature mechanical properties. Preliminary results indicate a resin volume fraction on the order of 40 percent or greater may be required to permit the plastic flow between fibers necessary for improved damage tolerance.
In-service inspection methods for graphite-epoxy composite structures on commercial transport aircraft are determined. Graphite/epoxy structures, service incurred defects, current inspection practices and concerns of the airline and manufacturers, and other related information were determind by survey. Based on this information, applicable inspection nondestructive inspection methods are evaluated and inspection techniques determined. Technology is developed primarily in eddy current inspection.
Eight-ply (0, + or - 45, 0)s laminates of Hercules AS/3501-6 graphite epoxy composite are fabricated using various cure pressures ranging from 0.52 to 0.86 MPa and cure temperatures ranging from 150 C to 200 C. In general, the minimum composite void volume fraction is obtained at a cure temperature of 175 C and a cure pressure of 0.86 MPa, or at 200 C and 0.86 MPa. The ultrasonic attenuation at 4 MHz was found to correlate with the composite void volume fraction. Composite specimens were tested in flexural fatigue. Beyond 10,000 fatigue cycles, the ultrasonic attenuation at 4 MHz was found to increase and the flexural stiffness was found to decrease. The ultrasonic attenuation at 4 MHz of the as-fabricated composite can be correlated with the number of fatigue cycles to failure.
A study of the effects of thermal environment and microcracking in graphite epoxy composites was made. Research indicates that microcracking does affect the thermal expansion of composite laminates. The amount of reduction in thermal expansion was a function of the crack density. A maximum reduction of approximately 25% occurred in a quasi-isotropic specimen with a crack density of 2.05 mm 1 in the 90 deg plies. Laminate analysis with appropriate reductions in E sub 2 and Alpha sub 2 of the damaged plies appears to be capable of modeling the observed
Flat corrugated graphite-epoxy panels were tested in compression to verify selected design details of a ring-stiffened cylinder that was designed to support an axial compressive load of 157.6 kN/m without buckling. Three different sizes of subcomponent panels, with the same basic corrugation geometry, were tested: (1) 60.96-cm-long by 45.72-cm-wide panels to evaluate the local buckling strength of the shell wall design; (2) 91.44-cm-long by 45.72-cm-wide panels to evaluate a longitudinal joint and the load-introduction method; and (3) 254.0-cm-long by 91.44-cm-wide panels with four simulated-ring stiffeners to evaluate the ring-attachment method. The test results indicate that the modified shell-wall design, the longitudinal joint, the load-introduction method, and the stiffener-attachment method for the proposed cylinder have adequate strength to support the design load.
A three m diameter by three m long corrugated cylindrical shell with external stiffening rings was tested to failure by buckling. The corrugation geometry for the graphite epoxy composite cylinder wall was optimized to withstand a compressive load producing an ultimate load intensity of 157.6 kN/m without buckling. The test method used to produce the design load intensity was to mount the specimen as a cantilevered cylinder and apply a pure bending moment to the end. A load introduction problem with the specimen was solved by using the BOSOR 4 shell of revolution computer code to analyze the shell and attached loading fixtures. The cylinder test loading achieved was 101 percent of design ultimate, and the resulting mass per unit of shell wall area was 1.96 kg/sq m.
A system for measuring the expansion of low coefficient of thermal expansion (CTE) materials was constructed around a H.P. 5526-A laser measuring system. The vacuum CTE measurements in the -150 F to +120 F range were made over a 6 month period on a graphite epoxy tube yielding CTE values of 2.5 to one fifty-millionth/F above ambient and 2 + or - one ten-millionth F below ambient temperature. To assure that the below ambient, approximately 10 microns high open loop nature of the delta L/L vs. T curves was not apparatus related, similar size quartz tubes (A and B) were checked and found to have only a 2 micron (negligable for quartz) open loop component. These two quartz tubes, A and B, had ambient CTE values 20% and 45% respectively higher than the average handbook value. The overnight microcreep diminished an order of magnitude during the first several cycles after the system had been reopened.
The study is concerned with the further development of bisimide amine cured epoxy resins first reported by Serafini et al. (1979). Attention is given to properties of the neat resins and composites made with these novel epoxy resins and Celion 6000 graphite fibers. The use of bisimide amine hardeners to cure epoxy resins causes a significant improvement in the char-forming characteristics of the cured resin. Compared to epoxy resins cured with a conventional amine, such as 4,4'-diaminodiphenylsulfone, the bisimide cured epoxies exhibit about a twofold improvement in the aerobic char yield at 800 C. The levels of moisture absorption exhibited by the bisimide amine cured epoxies were found to be considerably lower than those exhibited by state-of-the-art epoxies (0.5 wt.% versus 2.0%).
A pin-on-disk type of friction and wear apparatus was used to study the effect of load, contact stress and rider area of contact on the friction and wear properties of polyimide-bonded graphite fluoride films. Different rider area contacts were obtained by initially generating flats (with areas of 0.0035, 0.0071, 0.0145, and 0.0240 cm) on 0.476-cm radius hemispherically-tipped riders. Different projected contact stresses were obtained by applying loads of 2.5-to 58.8-N to the flats. Two film wear mechanisms were observed. The first was found to be a linear function of contact stress and was independent of rider area of contact. The second was found to increase exponentially as the stress increased. The second also appeared to be a function of rider contact area. Wear equations for each mechanism were empirically derived from the experimental data. In general, friction coefficients increased with increasing rider contact area and with sliding duration. This was related to the build-up of thick rider transfer films.