Browse Topic: Drying

Items (109)
The Autoclave processing is commonly used in manufacturing high-performance fibre-reinforced thermoset composite components in the aerospace industry. Variations in the cure cycle, sometimes even apparently minor deviations from the prescribed cure cycle, can harm the laminate properties. Given the costly and time-consuming autoclave manufacturing process, there is a strong need to cure the maximum number of parts in the shortest possible time without compromising quality. In order to achieve high-rate automated manufacturing with the optimized autoclave process, it is important to construct a digital twin modelling approach to mirror the physical composite curing process in the virtual domain based on the integration of high-fidelity multi-physics models. The resulting digital twin includes a thermal CFD model, a thermo-chemo-mechanical module, and an efficient and accurate block coupling between these two modules. The customized Abaqus driven by local and spatial variation of the turbulence-induced heat transfer coefficient (HTC) imposed through one-way coupling determines the thermo-mechanical response in composite parts. Using the developed digital twin tool (SMARTCLAVE), HTC's spatial and temporal variation can be generated digitally without invoking an expensive and time-consuming experimental approach. The predicted local boundary conditions are used in SMARTCLAVE to determine the cure kinetics, temperature distribution, and thermal-mechanical response that drives the residual stress and distortion of composite parts after curing. The accuracy of the digital twin for autoclaving is demonstrated first using a benchmark problem followed by the capability demonstration with a single-part L-beam assembly. The benefits of using the digital twin tool are illustrated via the optimal placement of multiple parts in an autoclave to balance the throughput and quality.
Lua, JimPhan, NamGuay, IanYan, JinhuiKaruppiah, AnandShrestha, Kalyan
This specification covers a polishing compound for aircraft metals in the form of a liquid or paste.
AMS J Aircraft Maintenance Chemicals and Materials Committee
The Repair Design and Technology of Metal Rotor Blades for Mi Family Helicopter - The Approach with the Usage of Reverse Engineering2017-01-21559/19/2017
Polish Armed Forces are currently operating hundred helicopters belonging to Mi family. Metal fuselage is usually resistant to the battle and the human factor. Unfortunately, metal rotor blades of Mi helicopters are sensitive to operating conditions. Single blade is made from monolithic aluminum spar and mutually separated trailing sections, which are bonded to the spar. The sections are constructed of metal sandwich panels. During aggressive military operating conditions blades sections are often damaged by debonding from the spar, fatigue cracks of section skin, dents and perforations as well as erosion. The manufacturer assumed that structurally damaged sections should be exchanged. Provided repair technologies are applied only to cosmetic damages. Unfortunately, there is a limit to number repairs which prevents replacement of two neighboring sections due to the high temperature of curing cycle during the section replacement. Additionally the old technology is expensive and time-consuming. Therefore, it was necessary to develop new technologies to enable the repair of rotor blade structural damages. The article presents an approach of designing repair of rotor blades structural damages based on a reverse engineering and selected technological aspects. Description of the substantiation of repair, calculations, environmental, thermo-mechanical and fatigue research have been undertaken.
Salacinski, MichalBroda, PiotrSamoraj, Piotr
ABSTRACT The current method used for bonding liners onto dynamic components requires the use of spring-loaded clamps, vacuum bags, and ovens. This process works well for our smaller articles although has posed problems for our larger bonding requirements. The primary problem for our large bonded components is our ovens would take up to 3.5 hrs. to heat the thickest areas up to bonding temperature. For the adhesives that we use the recommended temperature ramp-up time is 20-60 minutes. In addition, the thinner areas reach temperature sooner and would exceed the recommended maximum curing time of 60 min. A minimum of 25 pounds per square inch (PSI) is required to achieve a sound bondline. The clamps used during cure cycles rely on springs to apply pressure to the liner being bonded. The pressure they exert is not exact, and tends to vary. A vacuum bag can only apply the pressure that is supplied by shop air, 14.7 psi. The solution to achieving uniform and accurate pressure during bonding operations is to have a flexible zoned system that can bring all the areas, thick and thin, to temperature simultaneously, apply even amounts of pressure to the liners, and record all zones of temperature and pressure during the bonding process. Through the entire process, the zones are monitored, recorded, and graphed. This system can be moved anywhere within the factory because the heating elements and the air bladders are incorporated into the fixture.
Tuscano, Mark
ABSTRACT When designing tooling for autoclave curing of close tolerance composite components there is always the tradeoff between the cost and durability of the tooling. Composite tooling can be easily constructed but is not very durable, whereas metal tooling made from low expansion alloy - Invar - is extremely durable but more costly to fabricate. The expense of Invar tooling is greatly affected by the complexity of the part, particularly for large components, which may have to be fabricated from welded and machined assemblies. Recent developments in the casting industry have lead to significant improvements in the design and fabrication of Invar tooling. Simulation systems for mold design and pattern-less mold preparation technologies have greatly reduced the mold design time, enhanced first-time yield and design change flexibility. It is now possible to incorporate last minute design changes shortly before the casting is poured. Thus it is possible to produce a complex near net-shape thin walled casting with all of the stiffening features that would otherwise be welded, machined and heat treated fabricated assembly. The presentation will give examples of the size and complexity of aerospace grade Invar tooling that is being used for the production of composite helicopter and aircraft components.
Durham, SimonDuquenne, Christian
Evaluation Technique for Thermal Distortion of Automotive Outer Panels Using the Simulation of Curvature2015-01-13404/14/2015
Automotive outer panels may be distorted during heat treatments for curing of structural adhesives and mastic sealers. Distortion occurs due to residual stress between the adhesive and the panel following the curing process of the adhesive. The research discussed in this paper therefore considered a simulation technique of distortion and measuring method using curvature as the evaluative indicator. Curvature refers to the change of gradient of the curved surface, and the difference in curvature between the standard shape of the panel and the distortion section closely resembles the results of visual evaluations. Test panels were manufactured and measurements of their curvature were conducted. A study of the correlation of measurement results with the results of visual evaluations showed a good match. The curvature in a simulation of distortion in which the adhesive was cured between heating and cooling and the adhesive and panel were held fixed in position only during the cooling process accurately matched the results of measurements of curvature taken in the test panels. These studies showed that the results of simulation of distortion using curvature as an evaluative indicator and the results of visual evaluations correspond, and that it is possible to make quantitative evaluation of distortion at design stage and mass-production process.
Toyooka, YoichiHasegawa, Kiyoshi
Methods were developed for forming an insulating material that combines a polysilazane, a cross-linking compound, and a gas-generating compound to form a reaction mixture, and curing the reaction mixture to form a modified polysilazane. The gas-generating compound may be water, an alcohol, an amine, or a matrix comprising one of a reaction product of a polysilazane and an isocyanate, and a reaction product of a polysilazane and an epoxy resin. The matrix also comprises a plurality of interconnected pores produced from a reaction of the polysilazane and the epoxy resin.
Development of Improved Method for Magnetically Formed Decorative Painting2014-32-004511/11/2014
Currently, there is a growing demand for application of plastic coverings for motorcycles in the market. Accordingly, decorative features for plastic coverings are increasingly important to enhance the attractiveness of exterior designs of those motorcycles. Under these circumstances, the magnetically formed decorative painting had been adopted to a mass-production model sold in Thailand in 2008. Magnetically formed decorative painting is a method in which the design patterns are formed by painting a material that contains flakes movable along with magnetic fields, while applying magnetic sheets in the ornamenting design shapes underneath the part being painted. It offers a three-dimensional appearance even though its surface has no protrusions or indentations. The degree of three-dimensionality on the paint surface appearance was defined as “plasticity” [1] (a term used in pictorial arts). In our development, a challenge was made to create higher plasticity compared to the painting developed in 2008. It was understood that the orientations of the flakes had significant influences on the plasticity and our development goal was set to create a method that makes the flakes easily movable and yet discontinues the movements after the flakes settled at the desired orientations. The controllability of the flakes was realized by using the flakes with high magnetic permeability (Appendix 5) and by applying high-molecular-weight resin to the paint resin. In addition, by making the optimized selection of the thinner, movements of flakes were controlled during the drying process. By implementing those measures, high-plasticity design patterns was successfully realized for mass production.
Tanaka, AkikoSato, Ikue
Compatibility Assessment of Elastomer Materials to Test Fuels Representing Gasoline Blends Containing Ethanol and Isobutanol2014-01-14624/1/2014
The compatibility of elastomeric materials used in fuel storage and dispensing applications was determined for test fuels representing neat gasoline and gasoline blends containing 10 and 17 vol.% ethanol, and 16 and 24 vol.% isobutanol. The actual test fuel chemistries were based on the aggressive formulations described in SAE J1681 for oxygenated gasoline. Elastomer specimens of fluorocarbon, fluorosilicone, acrylonitrile rubber (NBR), polyurethane, neoprene, styrene butadiene rubber (SBR) and silicone were exposed to the test fuels for 4 weeks at 60°C. After measuring the wetted volume and hardness, the specimens were dried for 20 hours at 60°C and then remeasured for volume and hardness. Dynamic mechanical analysis (DMA) was also performed to determine the glass transition temperature (Tg). Comparison to the original values showed that all elastomer materials experienced volume expansion and softening when wetted by the test fuels. The fluorocarbons underwent the least amount of swelling (<25 %) while the SBR and silicone samples exhibited the highest level of expansion (>100%). The level of swelling for each elastomer was higher for the test fuels containing the alcohol additions. In general, ethanol produced slightly higher swell than the oxygen equivalent level of isobutanol. When dried, the fluorocarbon specimens were slightly swollen (relative to the baseline values) due to fuel retention. The NBRs and neoprene exhibited shrinkage and embrittlement associated with the extraction of plasticizers. SBR also experienced shrinkage (after drying) but its hardness returned to the baseline value. The dried volumes (and hardness values) of the silicone, SBR and fluorosilicone rubbers closely matched their original values, but the polyurethane specimen showed degradation with exposure to the test fuels containing ethanol or isobutanol. The DMA results showed that the test fuels effectively decreased Tg for the fluorocarbons, but increased Tg for the NBR materials. The Tg values other elastomers were not affected by the test fuels.
Kass, Michael D.Theiss, TimothyPawel, SteveBaustian, JamesWolf, LesKoch, WolfJanke, Chris
Comparative Studies of Adhesive Joints in Automotive2014-01-07884/1/2014
Use of adhesives in automotive require in-depth material, design, manufacturing & engineering knowledge. It is also necessary to understand functional requirements. For perfect and flawless adhesive joinery, the exact quantity of adhesive, its material composition, thickness of adhesive layer, substrate preparation methods for adhesive bonding, handling and curing time of the adhesive have to be studied & optimized. This paper attempts to describe different aspects of adhesive bonding in automotive industry to include: Selection of adhesives based on application and design of the components, surface preparation of adherend, designing of adhesive joint, curing conditions of adhesives, testing and validation of adhesive joints. Emphasis was given to study & verify the performance of different adhesive joints to meet end product requirements. Samples were prepared with a variety of adhesive and adherend combinations. These combinations were tested for tensile, single lap shear, T-peel, flexural & fatigue tests according to standard testing methods. Since the performance of the adhesive depends upon weathering parameters, the test samples were also subjected to mechanical testing after conditioning them under extreme temperatures, exposing samples to fuels (diesel, petrol) & oils (gear oil, axle oil) to develop the confidence on performance of the part and to simulate actual field conditions. This material level data generated in lab is used for 1) Selection of adhesive 2) Optimize the adhesive curing parameters, based on manufacturing practice 3) Carrying out design modification to get desired level of adhesive strength 4) Inputs for carrying out crash / NVH CAE on vehicle level.
Ghosh, DebabrataPancholi, LokeshSathaye, Asmita
Control of Gaseous Emission During the Curing of Novolac Phenolic Resin in Friction Materials Production: Production Cycle, Physical Properties and Tribological Properties Improvements2013-01-20589/30/2013
Thermosetting resins such as Novolac phenolic resin are commonly used as binders in the production of friction materials. It is known that the reactions between the Novolac resin and hexamethylenetetramine (used as catalyst) produce volatile compounds as ammonia. Emitted gases give rise to pores in the friction material. This forces producers to create specific pressure-no pressure cycles to avoid cracking of the material during production. The contribution of this paper deals with the reduction of volatile compounds emission during curing by modifying the composition of the mix formula using two approaches: The first one consists in adding to the formulation suitable fillers that are able to absorb volatile compounds and not to release them for temperatures up to 200°C. These substances must have high surface area and acidic properties to effectively absorb ammonia and other volatile compound and shall be chosen between commercial fillers already used in the formulation of brake pad to minimize the effect of their introduction in the production cycle and cost. The following materials were investigated: a zeolite (HY) and a clay (montmorillonite) that are known to fulfill the above-described requirements. The second way for volatile removal consists in modifying the surface properties of fillers already present in the formulation of brake pads by chemical functionalization, a technique that is widely use to design absorbents suitable for chosen substances. Carbon was chosen to be functionalized, that is present in brake pad formulation as graphite and carbon black. In particular active carbon, that is already known for its adsorbent properties, has been functionalized with sulphonic groups. Both approaches were then compared to evaluate gas removal by means of termogravimetric analysis. Adsorbent powders were then introduced in the friction lining formulation. A reference material was produced and compared to materials produced with the use of the best absorbent raw materials. Production cycle and tribological properties were then evaluated and compared. A suitable technique to produce adsorbent materials has been evaluated. It has been then used as a method to control gaseous emissions during the curing of Novolac phenolic resins with positive results. An important improvement in the production process of friction linings has been developed. Industrial development has to be evaluated ant its impact on production costs has to be studied. Low cost functionalization have to be evaluated with raw materials producers.
Santamaria Razo, Diego AdolfoPellerej, Diego
The Manufacture of Advanced Composite Parts to Rigid Industrial Specifications - Can it be Made?2013-01-22189/17/2013
Composite production rates will need to increase markedly to meet future demand, especially in the case of mainstream automotive. Coupled with that is need to keep quality levels high and costs down. Scrap represents a large portion of this cost and should be minimised. Due to the complexities of composite manufacture there are numerous sources of variation. These variations mean that a composite part cannot be considered to be “flawless”. Instead acceptable levels of variation are established. These requirements govern whether or not a part is scrapped based on a set of measurements. These measurements are carried out assuming that there are no flaws arising from the design of the part. This paper details the attempt to manufacture a flat panel followed by some more complex features in order to determine if the acceptance criteria can be rigidly adhered to. Using a process map developed from previous work the phases of manufacture are detailed and their potential sources of variability. The results are that even a flat panel cannot be made due to highly stringent ply position requirements stated in the acceptance criteria. Increasing the complexity of the geometry resulted in fibre orientation measurements which could not guarantee that the whole part was within tolerance for fibre angle. It was discovered that there is no in-process definition of thickness, bridging or wrinkling. This means that these features will only be captured in a final dimensional inspection after curing. At this stage the part has attained its maximum embedded cost.
Crowley, Dennis MichaelWard, CarwynPotter, Kevin
Optimization of Assembly Processes by Heated Air Technology2013-01-21339/17/2013
In today's assembly of large complex Carbon Fiber Reinforced Plastics (CFRP) components, e.g. vertical tail planes (VTP) of modern passenger aircrafts, liquid resin-based materials are used for several applications. Commonly, liquid resin-based materials are used to close gaps between the CFRP single parts during assembly (shimming) or to smoothen outer surfaces to fulfill aerodynamic requirements (aerodynamic sealing). Curing times of standard resin-based materials vary between eight to twelve hours at room temperature under normal shopfloor conditions regarding air humidity. In running aircraft production such long curing times are definitely waste in the sense of lead time. By heating these resin-based materials the common curing time can drastically be reduced down to two hours. By using heated air - instead of e.g. heating lamps - the curing process can reliably be controlled, without any risk of overheating and destroying the sealant or shim material. Both, the heated air technology as well as the newly developed dedicated heated air toolings are presented in this technical paper. The first example is the aerodynamic sealing of a VTP. Curing time of the aerodynamic sealant can be reduced by eight to ten hours using the newly developed heated air technology. The second example described in this paper is the shimming of gaps between a VTP center box and metallic parts attached to this center box.
Gessenharter, AlexanderVan Koppen, BjornGraf Bethusy-Huc, Marc-Philipp
Corrosion Behavior of Mixed-Metal Joint of Magnesium to Mild Steel by Ultrasonic Spot Welding2012-01-04724/16/2012
Development of reliable magnesium (Mg) to steel joining methods is one of the critical issues in boarder applications of Mg in automotive body construction. However, due to the large difference of melting temperatures of Mg and steel, fusion welding between two metals is very challenging. Ultrasonic spot welding (USW) has been demonstrated to join Mg to steel without melting and to achieve strong joints. However, galvanic corrosion between Mg and steel is inevitable but not well quantified. In this study, corrosion test of ultrasonic spot welds between 1.6-mm-thick Mg AZ31B-H24 and 0.8-mm-thick galvanized mild steel was conducted. No specific corrosion protection was applied in order to study the worst corrosion behavior. Corrosion test was conducted with an automotive cyclic corrosion test, which includes cyclic exposures of dipping in the salt bath, air drying, then a constant humidity environment. Lap shear strength of the joints decreased linearly with the cycles. No useable joint strength was preserved after about 17 cycles of exposure. X-ray diffraction analysis confirmed the formation of Mg(OH)₂ deposit in the crevice between AZ31 and steel sheets and on the surface of AZ31. The deposit grew thicker with cycles and provided enough force to bend the AZ31 and steel, and caused gradually opening of the joint. Examination of fracture surfaces found that welded areas also decreased with exposure cycle, but even in the weakest joints there was evidence of metal-metal bonding.
Pan, Tsung-YuSantella, Michael
Effect of Drying Methods on the Physical and Structural Changes in Oil-Seed Flax Fiber2010-01-202410/5/2010
With the growing environmental concerns, biodegradable materials are gaining more importance. Biocomposites which are made from a combination of biological fiber such as flax and hemp together with plastics are finding a good number of applications in day to day life. Flax has good physical and mechanical properties that can be utilized in areas like construction, biomedical & bioproducts and electronics applications. The quality of fiber depends upon various unit operations used in the processing. Drying is one of the most important unit operations which significantly affect the quality of the fiber. The method of drying for removal of moisture from the fiber significantly affects the drying time and quality. In the present study the raw flax fiber was subjected to drying before and after chemical treatment. The physical properties such as; tensile strength, color and structural changes were measured for raw and chemically treated flax fibers. The diameter range was in-between 30-300 μm the tensile strength recorded for the entire range and was found to vary between 16 to 667 MPa and the elastic modulus values in the range of 2 GPa up to 63 GPa. The tensile strength and elastic modulus of untreated and treated fiber did not show any significant change. High power levels for longer period indicated some black spots due to localized heating. Differential scanning calorimetric data indicated that the degradation temperature of cellulose was found 350(± 10)°C for the treated and dried flax fiber. Among the drying methods microwave-vacuum took more time compared to microwave but could remove the moisture to less than 1%. The maximum moisture removal using microwave-vacuum was achievable because fibers were dried for a longer period of time at comparatively low temperature.
Tripathy, Anand C.
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