碳纤维复合材料英文文献

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碳陶复合材料英文专著

碳陶复合材料英文专著

碳陶复合材料英文专著Carbon-Ceramic Composite MaterialsIntroduction:Carbon-ceramic composite materials are a class of advanced materials that exhibit exceptional mechanical properties, high thermal stability, and excellent electrical conductivity. These materials are widely used in various industries, including aerospace, automotive, electronics, and healthcare, due to their unique combination of properties. This book aims to provide a comprehensive overview of carbon-ceramic composite materials, including their synthesis, characterization, properties, and applications.Chapter 1: Introduction to Carbon-Ceramic Composite Materials - Historical background and development of carbon-ceramic composites- Importance and advantages of carbon-ceramic composites- Different types of carbon-ceramic compositesChapter 2: Synthesis Methods- Fabrication techniques for carbon-ceramic composites- Chemical vapor deposition (CVD) process- Polymer-derived ceramics (PDCs) route- Pyrolysis and carbonization methods- Additive manufacturing techniques for carbon-ceramic compositesChapter 3: Characterization Techniques- Microstructural analysis using scanning electron microscopy(SEM) and transmission electron microscopy (TEM)- X-ray diffraction (XRD) and Raman spectroscopy for phase identification and crystal structure analysis- Thermal analysis techniques, such as thermogravimetric analysis (TGA) and differential scanning calorimetry (DSC)- Mechanical testing methods, including tensile, compressive, and flexural strength testsChapter 4: Properties of Carbon-Ceramic Composites- Mechanical properties, such as hardness, toughness, and elastic modulus- Thermal properties, including thermal conductivity and coefficient of thermal expansion- Electrical conductivity and electromagnetic properties- Chemical resistance and corrosion behavior- Wear and friction propertiesChapter 5: Applications of Carbon-Ceramic Composites- Aerospace applications, such as aircraft brakes and thermal protection systems- Automotive applications, including brake discs and clutch plates - Electronics and semiconductor industry applications- Biomedical applications, like orthopedic implants and dental prosthetics- Energy storage and conversion applications, such as fuel cells and batteriesChapter 6: Future Perspectives and Challenges- Emerging trends and future developments in carbon-ceramic composites- Challenges and limitations in the synthesis and processing of these materials- Environmental and sustainability considerations- Potential applications in emerging fields, such as renewable energy and 3D printingConclusion:Carbon-ceramic composites are a fascinating class of materials that possess a wide range of exceptional properties. This book provides a comprehensive overview of the synthesis, characterization, properties, and applications of carbon-ceramic composites, aiming to serve as a valuable reference for researchers, engineers, and students in the field. With increasing interest and advancements in this area, carbon-ceramic composites are expected to find even more extensive applications in the future, contributing to technological advancements in various industries.。

碳纤维复合材料英文文献

碳纤维复合材料英文文献

j o u r n a l o f m a t e r i a l s p r o c e s s i n g t e c h n o l o g y207(2008)1–12j o u r n a l h o m e p a g e:w w w.e l s e v i e r.c o m/l o c a t e/j m a t p r o t ecReviewReview of warm forming of aluminum–magnesium alloysSerkan Toros,Fahrettin Ozturk∗,Ilyas KacarDepartment of Mechanical Engineering,Nigde University,51245Nigde,Turkeya r t i c l e i n f oArticle history:Received31October2007 Received in revised form11March2008Accepted31March2008Keywords:Warm formingAluminum–magnesium(Al–Mg) alloys5XXX series a b s t r a c tAluminum–magnesium(Al–Mg)alloys(5000series)are desirable for the automotive industry due to their excellent high-strength to weight ratio,corrosion resistance,and weldability. However,the formability and the surface quality of thefinal product of these alloys are not good if processing is performed at room temperature.Numerous studies have been conducted on these alloys to make their use possible as automotive body materials.Recent results show that the formability of these alloys is increased at temperature range from200 to300◦C and better surface quality of thefinal product has been achieved.The purpose of this paper is to review and discuss recent developments on warm forming of Al–Mg alloys.©2008Elsevier B.V.All rights reserved.Contents1.Introduction (1)2.Aluminum for passenger vehicles (2)3.Formability of aluminum–magnesium sheets (5)3.1.The effects of blankholder force and drawbead geometry (5)3.2.The effects of temperatures and strain rates (6)3.3.The effects of lubrication (10)4.Conclusion (10)Acknowledgements (10)References (10)1.IntroductionAluminum alloys are produced and used in many forms such as casting,sheet,plate,bar,rod,channels and forgings in various areas of industry and especially in the aerospace∗Corresponding author.Tel.:+903882252254.E-mail address:fahrettin@.tr(F.Ozturk).industry.The advantages of these alloys are lightweight, corrosion resistance,and very good thermal and electrical conductivity.The aforementioned factors plus the fact that some of these alloys can be formed in a soft condition and heat treated to a temper comparable to structural steel make0924-0136/$–see front matter©2008Elsevier B.V.All rights reserved. doi:10.1016/j.jmatprotec.2008.03.0572j o u r n a l o f m a t e r i a l s p r o c e s s i n g t e c h n o l o g y207(2008)1–12it very attractive for fabricating various aircraft and missile parts.The present system utilized to identify aluminum alloys is the four digit designation system.The major alloy element for each type is indicated by thefirst digit,i.e.,1XXX indicates aluminum of99.00%minimum;2XXX indicates that copper is the main alloying element.Manganese for 3XXX,silicon for4XXX,magnesium for5XXX,magnesium and silicon for6XXX,zinc for7XXX,lithium for8XXX,and unused series for9XXX are main alloying elements.In industry,low carbon steels have been commonly used for a long time due to their excellent formability at room temperature,strength,good surfacefinish,and low cost.How-ever application of the aluminum and its alloys in thisfield were ranked far behind steels because of cost and formability issues,despite their high-strength-to-weight ratio and excel-lent corrosion resistance.For expanding use of aluminum alloys or replacing steels in many areas,however,there have been challenging formability problems for aluminum alloys to overcome.The formability of the aluminum alloys at room temperatures is generally lower than at both cryogenic and elevated temperatures.At cryogenic temperatures,the ten-sile elongation is significantly increased for many aluminum alloys especially5XXX series alloys and is related to the enhancement of work hardening,while at elevated temper-atures it is mainly due to the increased strain rate hardening. Forming at cryogenic temperatures is technologically more challenging than at high temperatures.At hot forming tem-peratures,other issues should also be taken into consideration such as creep mechanisms which may affect the forming deformation and cavitations at grain boundaries which may induce premature failure at low strain rates.2.Aluminum for passenger vehiclesLightweight vehicles have become a key target for car man-ufacturers due to increasing concerns about minimizing environmental impact and maximizing fuel economy without sacrificing the vehicle performance,comfort,and marketabil-ity(Cole and Sherman,1995).Aluminum will probably play an important role in the future car generations.Its material properties give some advantages and open the way for new applications in the automotive industry(Carle and Blount, 1999).As a result of the developments in the aluminum indus-try,improving the mechanical properties of the aluminum alloys by adding various alloying elements increased the application area of these alloys in automotive and aerospace industries(Richards,1900).Design of aluminum structures can also have a big influence on the sustainability of a car. Some of the important design aspects of a car which influence the environment are weight,aerodynamic and roll-resistance. DHV Environment and Transportation Final Report indicates that the material has a big influence on the car weight. (DHV Environment and Transportation Final Report,2005). Lightweight car consumes less material resources in the long run(300,000km),although it would cost about30%more than the conventional car.Therefore,its production would decrease employment in the car industry by about4%over a decade while increasing the employment in the short term (Fuhrmann,1979).Fig.1–Average use of aluminum(International Aluminum Institute(IAI),2002;Martchek,2006;Mildenberger and Khare,2000;Schwarz et al.,2001).Aluminum alloys are effective materials for the reduction of vehicle weight and are expanding their applications.Fig.1 illustrates the usage of aluminum for European and Ameri-can vehicles over years.In addition to USA and Europe,Japan has recently increased their aluminum alloy usage.Analysts expect that the aluminum alloys usage in Japan Automotive Industry will reach1.5million tons by2010.Assuming vehi-cle production holds steady at around10million units,the average yearly growth will be around2.5%(McCormick,2002). As shown in Fig.1,the amount of aluminum used in1960 is substantially low.The main reasons are forming difficul-ties of aluminum alloys at that time and the smaller range of alloys available.The demand for aluminum alloys as light weight materials has increased in recent years.Fig.2demon-strates the amount of produced aluminum products in the world.In the past,the main aluminum products were produced by casting such as engines,wheels,exhaust decor;how-ever nowadays wrought aluminum products arefinding more applications in sheets including exterior panels such as hoods and heat insulators,in extrusions including bumper beams, and in forgings including suspension parts Fig.2.One of the most important benefits of using aluminum alloys in automotive industry is that every kg of aluminum, which replaces2kg of steel,can lead to a net reduction of 10kg of CO2equivalents over the average lifetime of a vehi-cle(Ungureanu et al.,2007).In Fig.3,the effects of the car components on CO2emissions are shown.CO2emissionisFig.2–Aluminum products for automobile over years(Cole and Sherman,1995;Inaba et al.,2005;Patterson,1980; Miller et al.,2000;T urkish Statistical Institute,2004).j o u r n a l o f m a t e r i a l s p r o c e s s i n g t e c h n o l o g y207(2008)1–123Fig.3–Effect of technical measures on the CO2emission(Mordike and Ebert,2001).1consumption(Mordike and Ebert,2001)Measure taken Potential saving(%)fuel Importance innovative materialsShort-medium term Long termLight constructions3–510–15++C w value24–6+Motor\gear control510±Resistance to rolling1–23+Motor preheating24–6±Equipment24±critical in terms of environmental pollution.Schwarz et al. (2001)inspected that the relationship between the usage of the aluminum products in new designs and the CO2emission and emphasized that the CO2emission ratio could be reduced by using lightweight materials such as aluminum in new transportation designs.Weight reduction of the car’s compo-nents influences fuel consumption considerably.In Table1, the effect of weight reduction on fuel savings is seen.Fuel economy improvements of around6–8%or as much as2.5 extra miles per gallon can be realized for every10%in weight reduction(Mordike and Ebert,2001).Recyclability of alloys has also become an important issue in view of energy and resource conservation.For example, recycling potential of the aluminum products is much bet-ter than the ferrous metals.Martchek(2006)and Mildenberger and Khare(2000)investigated the recycling potential and nec-essary energy to reproduce the aluminum products.According to Martchek(2006),increasing the recycled metal usage in the aluminum production consumes less energy and emits less greenhouse gas to produce the aluminum ingots.Sillekens et al.(1997)investigated the formability of recycled aluminum alloy5017.In their study,they focused on changes in the amounts of alloying elements(particularly iron)to see how they affect the formability of products.It is observed that the change in the iron content does not lead to a dramatic degen-eration in the performance of the material.Aluminum alloy sheets are widely used in the car,ship-building and aerospace industries as substitutes for steel sheets andfiber reinforced plastic(FRP)panels,due to their excellent properties such as high-strength,corrosion resis-tance,and weldability(Naka et al.,2001).The features of the most used aluminum–magnesium alloys in automotive application were summarized in Table2.Figs.4and5illus-trates aluminum and other materials usages in automotive and aerospace industry,respectively.Magnesium is one of the most effective and widely used alloying elements for aluminum,and is the principal element in the5XXX series alloys.These alloys often contain small additions of transition elements such as chromium or man-ganese,and less frequently zirconium to control the grain or subgrain structure and iron and silicon impurities that are usually present in the form of intermetallic particles(ASM2of several Al–Mg alloysStrength Formability Resistance to corrosion WeldabilityExcellent5454,5652––5454,5652 Highest5052–––High5456–54565083,5456 Good5154,52545005,5050,50835005,5050,5083,5254,56525154,5254,5557j o u r n a l o f m a t e r i a l s p r o c e s s i n g t e c h n o l o g y 207(2008)1–125P o l y c a r b o n a t e 12006554166,72,4–122110B S :115400P o l y e s t e r ,P B T 134********,82,4–135150S h o r e D :65380P o l y e s t e r e l a s t o m e r 12004537500,00,2–130500S h o r e D :30–82520A d h e s i v e s 10305553398,13,1–1252–250R u b b e r ,P V C 14404027777,83,1–13540S h o r e D :74–88120R u b b e r 9101516483,60,5–162600S h o r e A :30–90130T i –6A l –4V c4730900190274,81202359,510B S :3345845C u e x t r u t e d 891039043771,11204416.94B S :902323E p o x y /g l a s s S M C 1600260162500,0––3,65–––H 254p o l y e s t e r l a m i n a t e 16004125625,0––0,29–B a r c o l :30–T h e r m o s e t p o l y e s t e r 182********,8––1,2–B a r c o l :32–E p o x y /g l a s s S M C 1600260162500,0––3,65–––H 254p o l y e s t e r l a m i n a t e 16004125625,0––0,29–B a r c o l :30–aY i e l d p o i n t .b E l o n g a t i o n a t b r e a k %.cH e a t -t r e a t m e n t .Fig.4–Al alloys and its application for automotive industry (Sherman,2000;White,2006).Fig.5–Current material usages for Boing 757(Moscovitch,2005).Metal Handbook,1988).When magnesium is used as the major alloying element or combined with manganese,the result is a moderate to high-strength,non-heat-treatable alloy.Alloys in this series are readily weldable and have excellent resis-tance to corrosion,even in marine applications.Selection of suitable aluminum alloys,for several applications,requires a basic knowledge of heat treatment,corrosion resistance,and primarily,mechanical properties.Table 3summarizes features and applications of Al–Mg alloys.Three different material groups,their properties and applications were compared for material selection.3.Formability of aluminum–magnesium sheets3.1.The effects of blankholder force and drawbead geometryT ypical sheet metal forming processes are bending,deep drawing,and stretching.If a doubly curved product must be made from a metal sheet,the deep drawing process or the stretching process is used.The deep drawing process can reach production cycles of less than 10s,and is hence a suitable process for mass production.In deep drawing and stretching,the stresses normal to the sheet are usually very small compared to the in-plane stresses and are therefore neglected.T wo important failure modes limit the applicabil-ity of the deep drawing and stretching process:necking and wrinkling.Both are closely related to the material properties.The ability to accurately predict the occurrence of wrinkling is critical in the design of tooling and processing parame-ters (Xi and Jian,2000)like sheet thickness,blankholder force,6j o u r n a l o f m a t e r i a l s p r o c e s s i n g t e c h n o l o g y207(2008)1–12and the local curvature of the sheet(Hutchinson and Neale, 1985).Ahmetoglu et al.(1997)determined wrinkling and frac-ture limits and developed blank holding force(BHF)control to eliminate these defects,improve part quality and increase the formability.A computer simulation model was developed to control aforesaid parameters.Jinta et al.(2000)examined wrinkle behavior in5XXX and6XXX series aluminum alloys and compared the results with wrinkle behavior of steel.Their results indicate that aluminum alloys generally forms more wrinkles then steel,especially6XXX series aluminum alloy has a tendency to more wrinkles than5XXX series.Gavas and Izciler(2007)examined the effect of blank holder gap(BHG) on deep drawing of square cup in order to investigate wrin-kling,tearing,and thickness distribution.As a result of their study,they observed that increasing of the BHG allows more material to be drawn into the die cavity without tearing or shape distortions.It is also noticed that it was impossible to use too large BHG because of excessive wrinkling and buck-ling at the straight sides which cause tearing.Lin et al.(2007) determined the drawing limit under constant and variable BHF.Drawbeads are directly related with wrinkling behavior of the materials.They are used to control theflow of sheet metal into the die cavity during the stretch forming of large panels. Beside that they reduce the BHF and minimize the blank size needed to make a part(Demeri,1993).The shape and position of drawbead and the amount of force on it are very impor-tant in terms of part quality.Samuel(2002)investigated the influence of drawbead geometry on the drawbead restraining force(DBRF)and BHF numerically and experimentally for alu-minum alloy.In his study,two kinds of drawbead geometry which are square female and round female were investigated. As a result,it is obtained that the DBRF and BHF for the square female bead are higher than those for the rounded female bead.He emphasized that this discrepancy are occurred due to the sharp corners.It is also observed that the total equiva-lent plastic strain and von Mises stresses at upper and lower surfaces of square female drawbead are higher than those for the round female drawbead.3.2.The effects of temperatures and strain ratesAlthough the aluminum alloys have high-strength to weight ratio and good corrosion resistance,the low formability of aluminum sheets limits their use in some products with complex shapes,such as automotive body parts.The warm forming process is intended to overcome this problem by using an elevated forming temperature which is below the recrystallization temperature(Tebbe and Kridli,2004).A typ-ical warm forming experimental set-up is shown in Fig.6.In the warm forming set-up,dies and blank holders are heated to 200–300◦C.In order to heat dies and blank holders,electrical heating rods that are located in these parts are used but there is a risk of necking during heating and cooling.Warm form-ing was studied for many years,e.g.in the1970s and1980s by Shehata et al.(1978)and Wilson(1988)with increasing atten-tion being dedicated to the subject in the last decade.The warm forming method improves the formability of the aluminum alloys.This improvement at the elevated tem-peratures is principal for the aluminum alloys such as5082 and5005alloys due to the increased strain ratehardening Fig.6–A typical warm forming set-up(Palumbo and Tricarico,2007).(Shehata et al.,1978).Schmoeckel(1994)and Schmoeckel et al.(1995)investigated the drawability of5XXX series alloys at the elevated temperatures.Temperature has a significant influence on the stamping process.Further investigation on forming showed that the formability with a partial heating in the holder or matrices area was much better when compared with the homogeneously heated tools(Schmoeckel,1994). Schmoeckel et al.(1995)showed that a significant increase in the limiting drawing ratio(LDR)for the aluminum alloy AlMg4.5Mn0.4can be achieved by a heated and lower strain rated hydromechanical stamp.Modeling of the deep draw-ing with a rotationally symmetrical tool(stamp diameter: 100mm)which was cooled from the stamp side by additional air ensured an increase in LDR.It was demonstrated that the formability is improved by a uniform temperature increase,but the best results are obtained by applying temperature gradients.The formabil-ity depends strongly on the composition of the aluminum alloy.Aluminum–magnesium alloys have a relatively good formability.A disadvantage is that these alloys suffer from stretcher lines,which gives an uneven surface after deforma-tion.Because of this reason,5XXX series aluminum is used for inner panels of vehicles.These undesired surface defects can be eliminated by the forming processes at the elevated temperatures(Van Den Boogaard et al.,2001).The aluminum which contains6%magnesium could give a300%total elonga-tion at about250◦C,finds more application in industry(Altan, 2002).Yamashita et al.(2007)numerically simulated circu-lar cups drawing process by using Maslennikov’s technique (Maslennikov,1957)which is also called“punchless drawing”. In this production technique,a rubber ring is used instead of the rigid punch.Browne and Battikha(1995)optimized the formability process by using aflexible die and optimized the process parameters to ensure a defect-free product.To accurately simulate warm forming of aluminum sheet, a material model is required that incorporates the temper-ature and strain-rate dependency(Van Den Boogaard and Hu´etink,2004).Because of this,the effect of temperature distribution on warm forming performance is very impor-tant.Van Den Boogaard and Hu´etink(2006)observed that the formability of the Al–Mg alloy sheets can be improved by increasing the temperature in some parts of the sheet andj o u r n a l o f m a t e r i a l s p r o c e s s i n g t e c h n o l o g y207(2008)1–127cooling the other parts when simulated by the cylindrical cup deep drawing at the different temperature gradients of the tools and the blanks.Chen et al.(2006)investigated combined isothermal/non-isothermalfinite element analysis(FEA)with design of experiments tools to predict appropriate warm form-ing temperature conditions for5083-O(Al–Mg)sheet metal blanks,deep drawing and two-dimensional stamping cases. To achieve increased degrees of forming,different tempera-ture levels should be assigned to the corner and body of the die and punch.25–250%elongation ranges were seen.They found that the formability of Al-5083alloy is greatly depen-dent on the temperature distribution of the die and punch. It is also observed that the optimal temperature distributions for warm deep drawing and warm two-dimensional stamping were not identical.Naka et al.(2003)investigated the effects of temperature on yield locus for5083aluminum alloy sheet.In their study, they have tried to determine the optimum condition of press forming for an aluminum alloy sheet,the effect of form-ing temperature on the yield locus.They obtained the yield locus for afine grain Al–Mg alloy(5083-O)sheet by performing biaxial tensile tests,using cruciform specimens,at temper-atures of30,100,170,250,and300◦C at10s−1strain rate. As expected,the size of the yield locus drastically decreased with increasing temperature.This can be exploited to improve press operations.Naka and Yoshida(1999)investigated the effects of temperature and forming rates on deep drawabil-ity of5083Al–Mg alloy.In their study,different temperature gradients from room temperature to180◦C and the form-ing speeds between0.2and500mm/min were performed. Results show that LDR increases mostly with increasing the die temperature because the deformation resistance inflange shrinkage decreases with an increase in temperature.Beside that the LDR becomes smaller with increasing the forming speed at all temperatures since theflow stress of the heated blank(at theflange)increases with increasing the strain rate. Moreover,the cooled blank at the punch corner becomes less ductile.Another comprehensive study for5XXX series alu-minum alloys was done by Bolt et al.(2001).In that study, the formability was compared for1050,5754and6016type aluminum alloys from100to250◦C by using the both box shaped and conical rectangular products.They observed that the minimum die temperature of6016alloy on the die pro-cess limits was lower than that of the5754alloy.Smerda et al.(2005)investigated the strain rate sensitivity of5754and 5182type aluminum alloy sheets at room temperature and elevated temperatures.In their study,the split Hopkinson bar apparatus was used to identify the constitutive response and the damage evolution in the aluminum alloys at high strain rates of600,1100and1500s−1.It was observed that the qua-sistatic and dynamic stress strain responses in the range of strain rates and temperatures were low for both alloys.AA5754 exhibited a mild increase inflow stress with strain rate,while AA5182appeared to be strain rate insensitive.The ductility of the materials showed little differences in the tempera-ture range between23and150◦C at a strain rate of1500s−1. However,thefinal elongation was decreased for both alu-minum alloys at300◦C and a strain rate of1500s−1when compared to that at lower temperatures.Picu et al.(2005) investigated the mechanical behavior of the commercial alu-minum alloy AA5182-O.The dynamic strain aging effect was observed at all temperature between−80and110◦C and at strain rates lower than10−1s−1.In addition,the strain rate sensitivity parameter was also determined as a function of temperature and plastic strain.Abedrabbo et al.(2007)devel-oped a temperature-dependent anisotropic material model for FEA and formability simulation for two automotive aluminum alloys,AA5182-O and AA5754-O.Multiple temperatures to simulate the formability of more complex automotive parts, where the temperatures of the different sections will be deter-mined automatically,can be found by this model.In addition to the temperature,the forming speed controlling the strain rate,the die and stamp corner radii and other geometric parameters of the die set-up determine the forming charac-teristics of aluminum alloy sheets.In thefinite element simulations,material models are quite important in order to evaluate accurately the formability of aluminum alloy sheets.Barlat models are commonly used to define aluminum alloy behaviors.Barlat and Lian(1989)developed a yield function that described the behavior of orthortropic sheets and metals exhibiting a planar anisotropy and subjected to plane stress conditions.This yield function showed similar results cal-culated by the Taylor/Bishop and Hill models.Barlat et al. (1991)extended this method to triaxial loading conditions by using a six-component yield function.Lian et al.(1989) used this yield function to study the influence of the yield surface shape on failure behavior of sheet metals.Yu et al. (2007)developed a ductile fracture criterion which is intro-duced by afinite element simulation.They carried out the simulations of aluminum alloy sheet forming based on Bar-lat’s yield function(Barlat and Lian,1989)and Hollomon’s hardening equation.In their study,the critical punch strokes of the aluminum alloy sheets of X611-T4,6111-T4and5754-O in a cylindrical complex forming in which deep drawing and stretching modes were calculated by the ductile fracture criterion.The results showed good agreements with the exper-imental results.Barlat et al.(1997)measured the yield surfaces for binary aluminum–magnesium sheet samples with differ-ent microstructures.A generalized plastic behavior of any aluminum alloy sheet yield description was proposed to pre-dict the behavior of the solute strengthened(precipitation hardened)aluminum alloy sheets.Barlat et al.(2003)proposed a plane stress yield function that describes the anisotropic behavior of the sheet metals,in particular,for aluminum alloy sheets.The anisotropy of the function was introduced in the formulation using two linear transformations on the Cauchy stress tensor.For the Al–5wt.%Mg and6016-T4alloy sheet samples,yield surface shapes,yield stress and r-value directionalities were compared with those of previously sug-gested yield functions by Yoon et al.(2004).Barlat et al.(2005) proposed anisotropic yield functions based on linear transfor-mations of the stress deviator in general terms.T wo specific convex formulations were given to describe the anisotropic behavior of metals and alloys for a full stress state(3D).Choi et al.(2007)developed analytical models for hydro-mechanical deep drawing tests to investigate the effects of process con-ditions such as temperature,hydraulic pressure,BHF and forming speed.According to their models,the experimental results show good agreement with the FE models.One of the8j o u r n a l o f m a t e r i a l s p r o c e s s i n g t e c h n o l o g y207(2008)1–12most important problems in forming simulation programs is the method by which the defects are analyzed during the simulation.Forming conditions of the sheet metals were also investigated in implicit and explicitfinite element simulations by Van Den Boogaard et al.(2003).The study showed that the computation time for implicitfinite element analyses tended to increase disproportionally with increasing problem size.Sheet metal deformation is considered biaxial rather than tensile deformation.For this reason,biaxial data in material model should be evaluated.Li and Ghosh(2003)studied uni-axial tensile deformation behavior of three aluminum sheet alloys,Al5182+1%Mn,Al5754and Al6111-T4in the warm forming temperature range of200–350◦C and in the strain rate range of0.015–1.5s−1.It is found that the total elonga-tion in uniaxial tension increased with increasing temperature and decreased with increasing strain rate.They contributed to the enhanced ductility at elevated temperatures primarily from the post-uniform elongation which becomes dominant at elevated temperatures and/or at slow strain rates.The enhancement of strain rate sensitivity with increasing tem-perature accounts for the ductility improvement at elevated temperatures.In their study,the uniaxial tensile test is used as a screening test for ranking the relative formability among different sheet alloys.The strain hardened5XXX alloys(Al 5182+Mn and Al5754)have shown better formability than the precipitation hardened alloy(Al6111-T4).Li and Ghosh (2004)also investigated biaxial warm forming behavior in the temperature range200–350◦C for three automotive aluminum sheet alloys:Al5754,Al5182containing1%Mn and Al6111-T4.Formability was studied by forming rectangular parts at a rapid rate of1s−1using internally heated punch and die for both isothermal and non-isothermal conditions.It is observed that the formability for all the three alloys improves at ele-vated temperatures,the strain hardened alloys Al5754and Al 5182+Mn show considerably greater improvement than the precipitation hardened alloy Al6111-T4.Results show that temperature effects on drawing of the sheet have a large effect on formability.Setting die temperature slightly higher than punch temperature was favorable in promoting forma-bility.They also determined the forming limit diagram(FLD) under warm forming conditions which showed results con-sistent with the evaluation of part depth.Fig.7shows that the effects of temperature on FLDs of type5754,5182and 6111-T4aluminum alloy.As seen in thefigures,theformabil-Fig.7–The effect of warm temperatures on FLDs(Li and Ghosh,2004).。

英文介绍碳纤维作文

英文介绍碳纤维作文

英文介绍碳纤维作文Carbon fiber is a revolutionary material that has transformed various industries due to its exceptional properties. It is incredibly strong and lightweight, making it an ideal choice for applications that require high strength and low weight. This material has revolutionized the automotive industry, allowing for the production of lighter and more fuel-efficient vehicles. Additionally, carbon fiber is extensively used in aerospace, sports equipment, and even in the construction of buildings and bridges.The strength of carbon fiber is one of its most remarkable characteristics. It has a higher tensile strength than steel, making it incredibly durable and resistant to damage. This strength allows carbon fiber to withstand high impact forces, making it an excellent choice for applications that require a strong and reliable material. It is commonly used in the construction ofaircraft wings, where its strength ensures the safety andintegrity of the aircraft.In addition to its strength, carbon fiber is also known for its lightweight nature. It is significantly lighter than traditional materials such as steel or aluminum, making it an attractive option for industries thatprioritize weight reduction. The use of carbon fiber in the automotive industry, for example, has led to the production of lighter vehicles that consume less fuel and emit fewer emissions. This lightweight characteristic also benefits athletes, as carbon fiber sports equipment allows forbetter performance due to reduced weight.Another advantage of carbon fiber is its corrosion resistance. Unlike metals, carbon fiber does not rust or corrode, making it suitable for applications in harsh environments. This resistance to corrosion ensures the longevity and durability of carbon fiber components, reducing maintenance costs and increasing their lifespan.Furthermore, carbon fiber is highly customizable and can be molded into various shapes and sizes. Thisflexibility allows for the creation of complex andintricate designs, making it a popular choice in industries such as architecture and interior design. Carbon fiber can be used to create unique and aesthetically pleasing structures, adding a touch of modernity and sophistication to any project.In conclusion, carbon fiber is a game-changing material that has revolutionized numerous industries. Its exceptional strength, lightweight nature, corrosion resistance, and versatility make it a top choice for applications that require high-performance materials. Whether it is in the automotive, aerospace, sports, or construction industry, carbon fiber continues to push the boundaries of what is possible, enabling innovation and advancement in various fields.。

碳纤维复合材料范文

碳纤维复合材料范文

碳纤维复合材料范文碳纤维复合材料(Carbon Fiber Reinforced Polymer,CFRP)是一种由碳纤维与树脂基体组成的高性能复合材料。

它具有优异的力学性能、较低的密度和良好的耐腐蚀性,广泛应用于航空航天、汽车、体育用品等领域。

本文将从碳纤维的特点、制备方法、力学性能及应用领域等方面进行介绍。

碳纤维是一种由碳元素组成的纤维,具有高强度、高模量和低密度等特点。

其强度比钢材高5倍以上,模量比钢材高2倍以上,密度仅为钢材的四分之一、此外,碳纤维还具有优异的耐腐蚀性和导电性,在高温环境下也能保持良好性能。

这些特点使得碳纤维在许多领域有着广泛的应用前景。

制备碳纤维复合材料的方法主要包括预浸法、浸润法和热压法等。

预浸法是将碳纤维预先浸渍于树脂中,使其成为硬化的片材,进而进行分层堆积。

浸润法是将预浸过的碳纤维层与树脂层分别压制成预制板,再进行热压或热固化处理。

热压法则是将碳纤维与树脂在加热和压力作用下同时进行热固化,形成成品。

碳纤维复合材料具有优异的力学性能,主要表现在高强度、高模量和高韧性等方面。

由于碳纤维的高强度和高模量特性,使得复合材料能够承受更大的载荷,在相同重量下具有更高的强度。

而碳纤维的高韧性也使复合材料在受力时能够表现出更好的延展性和断裂韧性。

此外,碳纤维复合材料还具有良好的疲劳及耐腐蚀性能,使其能够在复杂的工程环境中长时间稳定运行。

碳纤维复合材料在航空航天领域有着广泛的应用。

由于其优异的力学性能和轻质化特点,它能够降低飞机结构重量,提升机翼等关键部件的强度和刚度,改善飞机的燃油效率。

同时,碳纤维复合材料还具有较高的耐腐蚀性,能够在大气、海洋等复杂环境下长期使用。

另外,碳纤维复合材料还广泛应用于航天器、导弹等领域,用于提升载荷能力和减轻结构重量。

汽车工业是另一个重要的应用领域。

碳纤维复合材料能够提升汽车的燃油效率和安全性能。

汽车零部件如车身、座椅和悬挂等,使用碳纤维材料可以降低整车重量,提升车辆的操控性和行驶稳定性。

碳纤维及其复合材料论文

碳纤维及其复合材料论文

燕京理工学院《高分子材料》论文题目碳纤维及其复合材料学号 120120085班级高材1204姓名包骏基日期:2014年12月29日碳纤维及其复合材料摘要碳纤维极其复合材料作为当今一种高科技材料,具有比强高、比模量高等特性,并广泛应用于航空航天、电子、高速列车、工程建筑等领域。

因其优异的特性,国际上的技术封锁使我国碳纤维产业发展速度缓慢。

关键词:性能优异,应用广泛,前景广阔,国内技术落后CARBON FIBER AND ITS COMPOSITE MATERIALABSTRACTCarbon fiber composite material as a high-tech materials today, than high strength and high modulus than characteristics, and is widely used in aerospace, electronics, high-speed train,engineering construction and other fields.Because of their excellent characteristics, international technology blockade make carbon fiber industry in China development is slow.KEY WORDS:performance, wide applicationed, prospect, domestic technology lag behind第1章绪论一.碳纤维及其复合材料的物理结构特性碳纤维(Carbon fiber,简称CF)是含碳量高于90%的无机高分子纤维,是由有机纤维经碳化及石墨化处理而得到的微晶石墨材料。

碳纤维的微观结构类似人造石墨,是乱层石墨结构,也是目前已大量生产的高性能纤维中具有最高的比强度和最高的比模量的纤维。

碳纤维及其复合材料研究进展

碳纤维及其复合材料研究进展

碳纤维及其复合材料研究进展(江苏理工学院材料工程学院12110116 于小健)摘要:本文在对碳纤维介绍的基础上,简单阐述了碳纤维的结构、特性及分类,并着重介绍了碳纤维复合材料的性质、分类、应用及成型方法,包括手糊成型,树脂传递模塑,喷射成型,注射成型,纤维缠绕成型及拉挤成型工艺。

关键词:碳纤维;复合材料;分类;成型Research progress of carbon fiber composite material Abstract: Based on the introduction of carbon fiber, briefly discusses the structure, characteristics and classification of carbon fiber, and emphatically introduces the properties of carbon fiber composite materials, classification, application and molding method, including hand lay-up molding, resin transfer molding, injection molding, Forming and pultrusion fiber windingKeywords: carbon fiber; composite material; classification; molding0.序言碳纤维(carbon fiber,简称CF),是一种含碳量在95%以上的新型纤维材料。

它不仅具有碳材料的固有本征特性,又兼具纺织纤维的柔软可加工性,是新一代增强纤维。

与传统的玻璃纤维(GF)相比,杨氏模量是其3倍多;它与凯芙拉纤维(KF-49)相比,不仅杨氏模量是其2倍左右,而且在有机溶剂、酸、碱中不溶不胀,耐蚀性出类拔萃。

碳纤维复合材料英文文献

碳纤维复合材料英文文献

TEM study of carbon®bre reinforced aluminium matrix composites: in¯uence of brittle phases and interface on mechanical propertiesncin*,C.MarhicPhysique Cristalline,Institut des MateÂriaux Jean Rouxel,BP32229Nantes cedex3,FranceReceived13May1999;received in revised form4November1999;accepted8November2000AbstractThe microstructure of A357aluminium alloy(7wt%Si+0.6wt%Mg)reinforced by1D-M40J carbon®bres is characterised using di erent techniques of transmission electron microscopy(di raction,HRTEM,EDX,EELS).The microstructure of the high modulus PAN based®bre and of the pyrolytic carbon coating(Cp)is fully characterised.Silicon and Mg2Si grains which determine matrix-reinforcement adhesion are investigated.On the basis of the microstructural features,the mechanical properties of the composites are discussed.The mechanical behaviour of composites prepared with and without Cp interphases corresponds to a brittle matrix reinforced by brittle®bres.In the case of the composite without Cp interphase,the most in¯uent parameter is the high resistance to sliding at the interface between silicon and®bres which leads to a strong®bre-matrix``bonding''and thus,to a weak and brittle material.The interfacial resistance to decohesion and to sliding is lower in the composite with Cp interphase resulting in higher strength and limited pull out.This lower interfacial resistance is due to the successive microporous and layered micro-structures of the pyrolytic carbon coating.#2000Elsevier Science Ltd.All rights reserved.Keywords:Al alloy;Al4C3;Carbon®bre;Composites;Electron microscopy;Interphase;Mechanical properties1.IntroductionCarbon®bres are used to increase strength and sti -ness of aluminium alloys while keeping low weight and good thermal and electrical conductivity.However, brittle phases which form or precipitate during the pro-cessing may have a deleterious in¯uence on the mechanical properties of the composites.1À11Studies are being performed to improve the processing and to obtain the required properties.C/Al composites pre-pared at ONERA-Chatillon for aerospace applications contain a high volume fraction of®bres(70%).12,13In one of these,an A357aluminium alloy is reinforced with high modulus M40J carbon®bres,sometimes coated with a pyrolytic carbon interphase(Cp).The M40J/A357composite without the Cp interphase is brittle and weak(%700MPa).13The M40J/Cp/A357 composite with the Cp interphase is stronger(%1360 MPa)but less so than expected from the law of mixtures and,moreover,it is rather brittle(limited pseudo-plastic deformation,low work of fracture),despite some®bre debonding.14Scanning electron microscopy(SEM)did not reveal any reaction layer in either type of composite.13 A transmission electron microscopy(TEM)study was thus performed to reach a full knowledge of the microstructural features of the materials and a better understanding of their mechanical behaviour.The mechanical tests and properties are fully described in a paper previously published.14In this paper,the microstucture of the high modulus carbon®bre and of the carbon coating is characterised. The amounts and locations of the brittle phases,alumi-nium carbides and silicon,are determined.Interdi u-sion,which is known to in¯uence the failure resistance at the interfaces,is also studied.The discussion of the microstructural features reveals important parameters and shows that the mechanical behaviour of the compo-sites does not depend on the metal matrix.Models devel-oped for ceramic±ceramic composites are successfully used to analyse the mechanical properties.2.Materials and experimental procedure1D-composites were fabricated with A357alloy (alloying elements:Si=7wt%,Mg=0.6wt%)and M40J®bres('r=4400MPa,E=377GPa)-by liquid metal in®ltration(LMI),under moderate pressure0955-2219/00/$-see front matter#2000Elsevier Science Ltd.All rights reserved. P I I:S0955-2219(00)00021-2Journal of the European Ceramic Society20(2000)1493±1503*Corresponding author now at:TECSEN Laboratory,case231, 13397Marseille Cedex20,France.E-mail address:lancin@matop.u-3mrs.fr(ncin).(15MPa),during 1min,at 918K.13Two composites were obtained using respectively bare ®bres or ®bres coated by pyrolytic carbon (Cp),both containing a high volume fraction of ®bres (%70%).Longitudinal and cross sections were prepared by mechanical grinding and ion thinning.During grinding and polishing,the cohesion of the samples was main-tained by using an appropriate glue and a Ti ring (Bal-zers).These necessary precautions and the occurrence of cracks sometimes observed between ®bres and matrix (Fig.1a)reveal the weak adhesion between ®bres and matrix in both composites.Ion thinning is carried out in a Balzers ion thinner using a low beam density and a sample holder cooled with liquid nitrogen.The composite micro-structure is not modi®ed by such ion thinning conditions.Phase identi®cation and localisation were performed by electron di raction patterns (EDP)and nanodi raction,high resolution transmission electron microscopy (HRTEM),energy dispersive X-rays spectroscopy (EDX)and electron energy loss spectroscopy (EELS).Experi-ments were carried out using a ®eld emission gun (FEG)HF2000Hitachi microscope (200KV,Scherzer resolu-tion=2.6A)equipped with a CCD camera (MSC Gatan),a Si-Li detector (Kevex Super Quantek)and a PEELS (Gatan).Analyses were performed using a cooling holder (Gatan),a 4±10nm probe size and a 12 tilt angle for EDX spectroscopy.3.ResultsMany microstructural features are shared by the two composites.We thus describe them and underline the di erences where theyoccur.Fig.1.Microstructure of a cross-section of the M40J/A357composite.Bright ®eld (a)and HRTEM (b)images of the Al/®bre interface.(b)Shows the folded aromatic layers surrounding porosities and the EDP characteristic of equiaxed {0002}carbon planes.ncin,C.Marhic /Journal of the European Ceramic Society 20(2000)1493±15033.1.ReinforcementThe mechanical properties of the composites depend on the microstructure of the reinforcement after the processing.The microstructural features of the ®bre and of the Cp were thus investigated on longitudinal and cross-sections of the M40J/A357and M40J/Cp/A357composites respectively. 3.1.1.Microstructure of M40J carbon ®breThe ®bres are regularly distributed in the composites.Their bean shaped cross-section (Fig.1a)is fringed with roughness ranging from a few nanometers to a few microns in size (Figs.1,4a,5,6,7,8).Their longitudinal section is more regular than their cross-section but the surface is wavy,with an amplitude which reaches 10nanometers or so (Fig.2a).Owing to theirbean-shapedFig.2.Microstructure of a longitudinal section of the M40J/Cp/A357composite.Bright ®eld image of the Al/Cp/®bre interface (a)HRTEM image of the microporous Cp (b),HRTEM images and EDPs of the layered Cp (c)the ®bre (d).ncin,C.Marhic /Journal of the European Ceramic Society 20(2000)1493±15031495cross-section,their¯uted surface and their dense pack-ing,the®bres are always in contact with two or three neighbours and are bridged to the others by an irregular and narrow matrix.As a result,the matrix is cut into microlingots and a residual porosity is observed where ®bres are in contact.The®bre section exhibits a uniform contrast in bright ®eld mode(Figs.4a,6)except in its outermost part where signi®cant porosity is revealed by its light con-trast.This porosity,which is not continuously observed all around the®bre,extends over10±200nm beneath the surface.The pore size ranges from4±20nm. Using M40J/A357cross-sections,the®bre micro-structure was characterised.The same di raction pat-tern is obtained in the®bre core and in the®bre periphery whatever its porosity(Fig.1b).This con-tinuous ring pattern is characteristic of equiaxed{0002} planes.HRTEM images con®rm these results and reveal the grain size(Fig.1b).Fibre nanocrystals consist of a stack of a few aromatic layers,one or two nanometers in length,named BSU(Basic Structural Unit15).BSUs of similar orientation are associated in clusters namedLMO(Local Molecular Orientation15)whose width and length rarely exceed10nanometers.BSUs are joined by disclinations where atoms are linked by twis-ted or stretched bonds or tetrahedral bonds as typical in carbon®bres.16Such an organisation results in many places in a strong curvature of the aromatic layers,in very sharp angles between them and in a residual por-osity.The pore size rarely exceeds a few nanometers in the®bre except near the surface as above mentioned.The folded organisation of the aromatic layers is observed throughout the®bre section even in its outermost part. HRTEM images of longitudinal sections reveal the length of BSUs and LMOs organised in micro®brils17 along the®bre axis(Fig.2d).As in the cross-sections,the BSU length is equal to one or two nanometers and the LMO width perpendicular to the®bre axis is about10nm. Unlike the cross-sections,micro®brils extend over several tens of nanometers along the®bre axis and the relative disorientation of aromatic layers is less substantial.EDPs show,indeed,that aromatic planes are aligned to within 17 of the®bre axis(Fig.2d).The space between micro®brils reveals the length of the pore structures (about50nm).Because of this microstructure,the®bre is categorised into the large family of turbostratic carbons. Interdi usion between aluminium and®bre was stu-died by EDX(Fig.3).Aluminium is revealed beneath the®bre surface over about®ve nanometers but ana-lyses may be in¯uenced by the®bre roughness.Traces of aluminium and silicon are also detected in the®bre just beyong this zone(Fig.3a),particularly in the pores. In aluminium,carbon is not detected without ambiguity either by EDX or by EELS.A layer of5nanometers or so in the matrix next to the Al/C interface contains some oxygen(Fig.3c).3.1.2.Microstructure of pyrolytic carbon coating(Cp) In the M40J/Cp/A357cross-sections,the Cp coating is identi®ed at the®bre/matrix interface by a light con-trast in bright®eld mode(Figs.4a,6b)and by EDPs and HRTEM images(Fig.4b)which distinguish®bre and Cp.Every®bre is continuously surrounded by the Cp coating,15±30nm thick.The Cp,in which aromatic lay-ers are cut into BSUs,exhibits a turbostratic structure. Near the®bres,BSUs tend to form continuous sheets which follow the roughness of the®bre surface and LMOs can hardly be distinguished.The orientation of the aromatic layers varies to within 35 with respect to the®bre axis.When the coating thickness exceeds about 10nanometers,LMOs are more and more distinct and their orientation less and less equiaxed resulting in a microporous microstructure near the matrix. HRTEM images and EDPs of longitudinal sections con®rm the change of the Cp microstructure versus thickness(Fig.2b,c).Along the®bre surface,over 10nm or so,we observe a layered structure.As in the cross-sections,LMOs or micro®brils cannot be dis-tinguished on HRTEM micrographs.In the layered zone,the aromatic layers follow the®bre surface and their disorientation versus the®bre( 25 )is only a lit-tle more evident than in the®bre.In the outermost part of the Cp,the microporous microstructure is in excellent agreement with that revealed by HTREM images on cross sections.In the microporous Cp coating,traces of aluminium, silicon and magnesium are detected by EDX but no other heteroatoms and in particular no oxygen atoms are found(Fig.3b).In the layered Cp coating,hetero-atoms are notdetected.Fig.3.EDX analysis.Spectra characteristic of the®bre at20nm from the interface(a)the microporous Cp(b)Al next to the Al/C interface (c)Al at20nm from the Al/C interface(d)Mg2Si(e)and Si next to the Si/C interface(f).ncin,C.Marhic/Journal of the European Ceramic Society20(2000)1493±15033.2.Brittle phasesAl4C3reaction product and matrix precipitates(Si or Mg2Si)are identi®ed on cross-sections by electron dif-fraction,HRTEM,EDX and by plasmon peak energy. Low loss edges permit a more systematic study of the phases than core edges because they are less sensitive to specimen thickness.Moreover,despite the variation of the plasmon peak energy of carbon as a function of the beam orientation versus the basal plane,it was possible to distinguish between the di erent phases because we found distinct values for the volume plasmonenergyFig.4.Microstructure of a cross-section of the M40J/Cp/A357composite.(a)Bright®eld image of a®bre/Cp/Al interface where the Cp and the ®bre porosities are revealed by a light contrast;(b)HRTEM image showing the layered Cp near the®bre and the microporous Cp near the matrix; EDP of the layered Cp.ncin,C.Marhic/Journal of the European Ceramic Society20(2000)1493±15031497(Fig.6):E Mg2Si =12.7eV,E Al =15eV,E Si =16.7eV,E carbide =18.9eV and for the di erent carbons 23.4eV in microporous Cp,24.3eV in layered Cp,23.7eV in the ®bre and 21eV in large ®bre pores.3.2.1.Si and Mg 2Si precipitatesThe matrix contains Si grains,inhomogeneously dis-tributed in the matrix and located predominantly next to the ®bres,generally in contact with two ®bres or between them (Fig.6).All these grains exhibit typical stacking faults;thus their contrast was most often used to identify them.It is noteworthy that the amount of stacking faults is the highest in the narrowest parts of the Si grains which bridge between ®bres.The Si grain size generally ranges between a hundred nanometers to about one micron but some nanometric grains are also detected.Si grains contain various amount of inclusions (Fig.6b,c)in which aluminium is detected but whose exact composition is under study.The largest inclusions were identi®ed as aluminium.Mg 2Si precipitates a few tens nanometers in size were on occasion identi®ed by EDX in the matrix (Fig.3e).Mg 2Si precipitates were never detected between the®bres probably because of the low concentration of Mg in the alloy as compared to Si.3.2.2.Aluminium carbidesIn both composites,aluminium carbide grains exhibiting a lath like morphology were revealed at interfaces using the techniques previously mentioned.In contact with the carbon,but not extending into the ®bres,the carbide grains are included in the matrix.They are generally located at Al/C interface (Figs.1b and 7a)but some of them are included in silicon grains (Fig.7b).The carbide grain length ranges from 100to 350nm and their aspect ratio (length/width)from 8to 15.The amount of carbide grains is di cult to assess because they are irregularly observed at the interfaces.From a systematic study of longitudinal and cross-sections,it is possible to conclude that carbides are rather rare in both composites but rarer at the Cp/matrix interface than at the ®bre/matrix interface.Moreover,their amount is clearly lower than that of the Si grains.3.2.3.Si±C interfacesHRTEM was performed to study the possible reaction between carbon and silicon resulting in SiCformationFig.5.EELS analysis:volume plasmon peaks.ncin,C.Marhic /Journal of the European Ceramic Society 20(2000)1493±1503which has been reported at low temperature(798K)in Al±Zn alloy.18No grains were detected at the Si/C interfaces in either composite(Fig.8)except for the Al4C3as above mentioned.Thus,the C±Si reaction,if any,is not detectable after liquid metal in®ltration. Interdi usion is also to a very limited extent detected by EDX in a narrow zone on either side of the interface. Carbon is not detected in the silicon beneath the inter-face(Fig.3f)whereas traces of silicon and aluminium are observed in the carbon,the spectrum being similar to that obtained at the Al/C interfaces.4.DiscussionBrittle phases have been identi®ed at interfaces in both composites.Their in¯uence depends on their brit-tleness as compared to that of the reinforcement and on the resistance to debonding and to sliding at the inter-face.Although the Cp coating does not change the strength and the Young modulus of the®bre,14it may modify crack propagation in the reinforcement.The resistance to debonding and to sliding between the rein-forcement and the di erent phases,aluminium,alumi-nium carbide or silicon,will accordingly be analysed using the microstructural features of the interfaces.Finally,we show that the conclusions derived from the micro-structural features are consistent with the mechanical behaviour of the composites4.1.Fibre and Cp microstructure and crack propagationThe turbostratic structure of the M40J®bre is more typical of the high strength PAN-based®bres than of the high modulus ones®rst described by Guigon et al.19 The core porosity for example,is close to that observed in ex-Pan high strength T300®bres by Lamouroux et al.20Moreover,in agreement with Feldho et al.,21weFig.6.Silicon grains.Localisation of Si grains in a cross-section thanks to their stacking faults(a).Bright®eld images of Si grains bridging®bres in M40J/Cp/A357(b)and in M40J/A357(c)composites:images reveal stacking faults and Al inclusions in Si and the continuous ribbon of Cp between Si and®bre in(b).ncin,C.Marhic/Journal of the European Ceramic Society20(2000)1493±15031499do not observe the layered structure of the outermost part of the®bres mentioned by Guigon et al.in high modulus®bres.The lack of layered structure could be due to some dissolution of the®bre during composite fabrication.However,in any case,the thickness of the possible lamellar layer must be limited in the M40J®bre because the short duration of the LMI and the small amount of aluminium carbide formed are not consistent with extensive dissolution.Fibre and Cp have di erent turbostratic structures but both of which could avoid crack propagation through the reinforcement.However,the impact of a possible surface notch is di erent whether it is applied on the®bre or on the Cp.The e ciency of pyrolytic carbon as a mechanical fuse is generally ascribed to a layered structure which promotes crack de¯ection and interface sliding.As for the crack de¯ection,the complex structure of the Cp is particularly e cient.The outermost part of the Cp exhibits indeed a microporous morphology where the LMOs are equiaxed.Such a structure is very suitable to promote crack branching on the disclinations as well as crack de¯ection in LMOs in a direction parallel to the {0002}planes and,thus,it is e cient to release stresses at crack tips.If blunted cracks could nevertheless reach the inner part of the Cp,where aromatic layers follow the®bre surface,they could be de¯ected in a direction parallel to the®bre surface more e ciently than the initial crack.As for the interface sliding,we have to consider the adhesion of the di erent phases and we discuss the in¯uence of this parameter later.When submitted to similar stresses than the Cp,the turbostratic structure of the®bre may also promote crack splitting and crack de¯ection in a direction parallel to its axis because folded aromatic layers are oriented to the®bre axis within 17 .However,during atensileFig.7.Identi®cation of A14C3grains.HRTEM images of A14C3grains at an Al/®bre interface(a)and included in a silicon grain identi®ed by its characteristic stacking faults and Al inclusions(b).In both A14C3grains the contrast of{0003}planes is visible.ncin,C.Marhic/Journal of the European Ceramic Society20(2000)1493±1503test,because the®bres are seldom aligned parallel to the applied stress,the notch tip will usually be submitted to shear stresses(failure in mode III22)which will promote propagation through the®bre and thus®bre failure. 4.2.AdhesionAdhesion of aluminium matrix to®bres(bare or coated)is determined by con¯icting e ects.During LMI,carbon is dissolved in liquid aluminium and alu-minium di uses into the carbon.After quenching,car-bon atoms remain in the matrix,even if they are undetectable by TEM,and Al is still observed in the carbon.Therefore,chemical di usion bonds which are said to be``good''bonds4can be considered to link aluminium to®bres.However,we have seen that the matrix is cut into micro-lingots by®bres in contact. During cooling,the shrinkage is determined by the ®bres.The coe cient of thermal expansion of alumi-nium(2310À6KÀ1)being higher than the axial(9À1 10À6KÀ1)and transverse(%À1010À6KÀ1)coe cients of thermal expansion of a®bre,Al/C interfaces are submitted to radial tension and transverse shear stress which counterbalance the chemical di usion bond.The aluminium matrix is,however,®xed here and there to the®bres by aluminium carbide grains.Aluminium carbide grains that are formed by reaction between liquid aluminium and carbon are linked to the reinforcement by a strong chemical reaction bond. However,carbide grains are also strongly linked to the matrix by mechanical bonds because they are embedded during the solidi®cation in aluminium that has a higher coe cient of thermal expansion than aluminium car-bide.Thus,Al4C3/C interfaces as well as Al/C interfaces are submitted to radial tension in opposition to the carbide±carbon reaction bonds.As for silicon-reinforcement bonding,chemical di u-sion bonds may exist because some silicon has di used into the®bres during LMI.However,we think that such bonds are of little importance compared to the mechanical bonds that link silicon to®bre if considera-tion is given to resistance to debonding and to sliding. The coe cient of thermal expansion of silicon(%2.92 10À6KÀ1)being low compared to the transverse coe -cient of thermal expansion of the®bre,silicon grains are ®rmly®xed on the®bre by the interlocking e ect pro-moted by the roughness.Such e ects are e cient enough to grip together phases as di erent as porous alumina and pivalic acid and to resist shear stresses during sample cutting.23Moreover,silicon grains are submitted to compression stresses when they bridge ®bres.Interlocking e ects and compression stresses limit,even if they do not prevent,sliding at the silicon/®bre interface when silicon grains bridge®bres.In silicon grains the gliding of Shockley partial dis-locations in{111}planes which causes stacking faults more numerous in the narrowest part of the silicon bridges,releases some thermal stresses during quench-ing.Residual thermal stresses may,however,decrease the strength to failure of the®bre near these bridges. The transverse stress to failure of the composites which results from these di erent bonds is weak as shown by the di cult thin®lm preparation(Section2and Fig.1a). Because Al4C3/C or Si/C interfaces are rather rare,this low adhesion is not exclusive of stronger bonding at a few points at the interfaces.4.3.In¯uence of the brittle phases on the mechanical behaviourIt is best®rst to discuss the in¯uence of silicon grains because they are more numerous than aluminiumcarbide Fig.8.Si/C.HRTEM images of the Si/®bre interface which shows that no Si±C reaction occurs during the composite fabrication.ncin,C.Marhic/Journal of the European Ceramic Society20(2000)1493±15031501grains and because they often bridge®bres.When®bres are bridged by a silicon grain,the composite has locally a brittle matrix.Because of the high volume fraction of ®bres and because neighbouring®bres are generally in contact,it is reasonable to suppose that the Young modulus of the composites(Ec)is determined by the volume fraction of®bres(Ec=0.7Ef=263GPa).Silicon has the lowest Young modulus(Esi=163GPa)when compared to®bre and composite.During a tensile test, the composite strain is higher than that of a®bre sub-mitted to the same stress and lower than that of silicon. The®bre/Si interface is thus submitted to shear stresses, the®bre being under greater tension than the silicon.These stresses are in opposite direction to the thermal stresses developed during cooling because of thermal mismatch. It is not clear if silicon grains are more or less brittle than®bres.The tensile strength to failure found by Pearson et al.(2GPa24)results in a strain to failure (12.210À3)higher than that of®bres(11.6710À3). However,the strength to failure of brittle materials depends on¯aw size.According to experimental results,14silicon grains seem to be more brittle than ®bres and,thus,we analyse the impact of a silicon crack on the mechanical behaviour in this light.It is helpful®rst to consider silicon grains linked to coated®bres in the M40J/Cp/A357composite.Silicon grains have the critical size to initiate a fracture in the reinforcement25if no mechanism releases the stresses at the crack tip.When silicon is linked to the Cp,stresses will be released by decohesion either at the silicon/Cp interface or in the Cp(Section4.1)depending on the debonding resistance as compared to the shear resis-tance of{0002}planes.After interface failure,a defor-mation of the outermost part of the coating under interfacial shear stresses can occur,despite radial com-pression stresses and surface roughness,because of its microporous microstructure and because®bres are under tension at the interface(see above).Microcracks and local shearing would release the stresses and may allow some sliding at the interface.These mechanisms delay the®bre and the composite failure.However, because these deformations are certainly limited and because the residual thermal stresses decrease the®bre strength,the composite breaks under a stress sub-stantially lower than the value predicted by the law of mixtures(1300instead of3000MPa)and with some pull out consistent with these model.When a silicon grain bridges bare®bres,even if the resistance to debonding at the Si/®bre interface were low,sliding is restricted if not impossible at the interface without notching the®bre.Therefore,whatever the resistance to decohesion,stresses cannot be released at the crack tip and they will induce®bre failure.The simultaneous failure of silicon grains produces the simultaneous failure of many®bres and thus a brittle failure of the composite under low stress.Owing to its well established deleterious e ect,alumi-nium carbide is certainly more brittle than®bres. Moreover,despite their limited size,previous results2À4 suggest that carbide grains can develop cracks which have the critical size to induce a®bre failure.When a crack notches the reinforcement,because of the turbos-tratic structure of the carbon and because of the axial tension at the Al4C3/C interface,it will be soon de¯ected in a direction parallel to the interface.In the case of coated®bres,the crack is de¯ected in the Cp.Sliding along the interfacial failure is possible despite the®bre roughness because of the limited width of the carbide grains(Section3.2.2)and again because of the axial tension at the Al4C3/C interface.Thus,a carbide failure does not induce a®bre failure and the carbide grains have no in¯uence on the strength of the M40J/Cp/A357 composite.In the case of a bare®bre,the notch will initiate a®bre failure when the tensile stress is high enough(Section4.1).Aluminium carbide grains con-tribute to the weakness and brittleness of the M40J/A357 composite,but,due their low amount as compared to silicon grains,do not provide the main in¯uence on M40J/A357strength.5.ConclusionThe main conclusions are as follows:.the microstructure of the high modulus PAN based M40J carbon®bre is fully characterised;it is in better agreement with the microstructure of a high strength than of a high modulus PAN based carbon®bre,.the pyrolytic carbon coating(Cp)used in the M40J/Cp/A357composite consists of two layers of distinct microstructure,a layered structure near the®bre and a microporous structure near the matrix,.the reaction of aluminium with carbon is limited during fabrication processing,particularly with the Cp;no reaction occurs between silicon and Cp or ®bre,.brittle phases,silicon and to a lesser extent alumi-nium carbide,are in contact with or bridge the ®bres,.the response of the composites to tensile stress parallel to the®bre axis is well described by the model of a brittle matrix reinforced by brittle ®bres:the most important parameter is the high resistance to sliding due to interlocking e ects between silicon grains and®bres and compression stresses in silicon bridges;it leads to a brittle and weak M40J/A357composite but its in¯uence is counterbalanced by the special structure of the Cp interphase in the M40J/Cp/A357composite.ncin,C.Marhic/Journal of the European Ceramic Society20(2000)1493±1503。

碳纤维材料混凝土桥梁论文中英文资料外文翻译文献

碳纤维材料混凝土桥梁论文中英文资料外文翻译文献

中英文资料外文翻译文献外文资料Structural Rehabilitation of Concrete Bridges with CFRPComposites-Practical Details and Applications ABSTRACT: Many old existing bridges are still active in the various highway transportation networks, carrying heavier and faster trucks, in all kinds of environments. Water, salt, and wind have caused damage to these old bridges, and scarcity of maintenance funds has aggravated their conditions. One attempt to restore the original condition; and to extend the service life of concrete bridges is by the use of carbon fiber reinforced polymer (CFRP) composites. There appear to be very limited guides on repair of deteriorated concrete bridges with CFRP composites. In this paper, guidelines for nondestructive evaluation (NDE), nondestructive testing (NDT), and rehabilitation of deteriorated concrete bridges with CFRP composites are presented. The effect of detailing on ductility and behavior of CFRP strengthened concrete bridges are also discussed and presented.KEYWORDS: Concrete deterioration, corrosion of steel, bridge rehabilitation, CFRP composites.1 IntroductionThere are several destructive external environmental factors that limit the service life of bridges. These factors include but not limited to chemical attacks, corrosion of reinforcing steel bars, carbonation of concrete, and chemical reaction of aggregate. If bridges were not well maintained, these factors may lead to a structural deficiency, which reduces the margin of safety, and may result in structural failure. In order to rehabilitate and/or strengthen deteriorated existing bridges, thorough evaluation should be conducted. The purpose of the evaluation is to assess the actual condition of any existing bridge, and generally to examine the remaining strength and load carry capacity of the bridge.One attempt to restore the original condition, and to extend the service life ofconcrete bridges is by the use of carbon fiber reinforced polymer (CFRP) composites.In North America, Europe and Japan, CFRP has been extensively investigated and applied. Several design guides have been developed for strengthening of concrete bridges with CFRP composites. However, there appear to be very limited guides on repair of deteriorated concrete bridges with CFRP composites. This paper presents guidelines for repair of deteriorated concrete bridges, along with proper detailing. Evaluation, nondestructive testing, and rehabilitation of deteriorated concrete bridges with CFRP composites are presented. Successful application of CFRP composites requires good detailing as the forces developed in the CFRP sheets are transferred by bond at the concrete-CFRP interface. The effect of detailing on ductility and behavior of CFRP strengthened concrete bridges will also be discussed and presented.2 Deteriorated Concrete BridgesDurability of bridges is of major concern. Increasing number of bridges are experiencing significant amounts of deterioration prior to reaching their design service life. This premature deterioration considered a problem in terms of the structural integrity and safety of the bridge. In addition, deterioration of a bridge has a considerable magnitude of costs associated with it. In many cases, the root of a deterioration problem is caused by corrosion of steel reinforcement in concrete structures. Concrete normally acts to provide a high degree of protection against corrosion of the embedded reinforcement. However, corrosion will result in those cases that typically experience poor concrete quality, inadequate design or construction, and harsh environmental conditions. If not treated a durability problem, e.g. corrosion, may turn into a strength problem leading to a structural deficiency, as shown in Figure1.Figure1 Corrosion of the steel bars is leading to a structural deficiency3 Non-destructive Testing of Deteriorated Concrete Bridge PiersIn order to design a successful retrofit system, the condition of the existing bridge should be thoroughly evaluated. Evaluation of existing bridge elements or systems involves review of the asbuilt drawings, as well as accurate estimate of the condition of the existing bridge, as shown in Figure2. Depending on the purpose of evaluation, non-destructive tests may involve estimation of strength, salt contents, corrosion rates, alkalinity in concrete, etc.Figure2 Visible concrete distress marked on an elevation of a concrete bridge pier Although most of the non-destructive tests do not cause any damage to existing bridges, some NDT may cause minor local damage (e.g. drilled holes & coring) that should be repaired right after the NDT. These tests are also referred to as partial destructive tests but fall under non-destructive testing.In order to select the most appropriate non-destructive test for a particular case, the purpose of the test should be identified. In general, there are three types of NDT toinvestigate: (1) strength, (2) other structural properties, and (3) quality and durability. The strength methods may include; compressive test (e.g. core test/rebound hammer/ ultrasonic pulse velocity), surface hardness test (e.g. rebound hammer), penetration test (e.g. Windsor probe), and pullout test (anchor test).Other structural test methods may include; concrete cover thickness (cover-meter), locating rebars (rebar locator), rebar size (some rebar locators/rebar data scan), concrete moisture (acquameter/moisture meter), cracking (visual test/impact echo/ultrasonic pulse velocity), delamination (hammer test/ ultrasonic pulse velocity/impact echo), flaws and internal cracking (ultrasonic pulse velocity/impact echo), dynamic modulus of elasticity (ultrasonic pulse velocity), Possion’s ratio (ultrasonic pulse velocity), thickness of concrete slab or wall (ultrasonic pulse velocity), CFRP debonding (hammer test/infrared thermographic technique), and stain on concrete surface (visual inspection).Quality and durability test methods may include; rebar corrosion rate –field test, chloride profile field test, rebar corrosion analysis, rebar resistivity test, alkali-silica reactivity field test, concrete alkalinity test (carbonation field test), concrete permeability (field test for permeability).4 Non-destructive Evaluation of Deteriorated Concrete Bridge PiersThe process of evaluating the structural condition of an existing concrete bridge consists of collecting information, e.g. drawings and construction & inspection records, analyzing NDT data, and structural analysis of the bridge. The evaluation process can be summarized as follows: (1) Planning for the assessment, (2) Preliminary assessment, which involves examination of available documents, site inspection, materials assessment, and preliminary analysis, (3) Preliminary evaluation, this involves: examination phase, and judgmental phase, and finally (4) the cost-impact study.If the information is insufficient to conduct evaluation to a specific required level, then a detailed evaluation may be conducted following similar steps for the above-mentioned preliminary assessment, but in-depth assessment. Successful analytical evaluation of an existing deteriorated concrete bridge should consider the actual condition of the bridge and level of deterioration of various elements. Factors, e.g. actual concrete strength, level of damage/deterioration, actual size of corroded rebars, loss of bond between steel and concrete, etc. should be modeled into a detailed analysis. If such detailed analysis is difficult to accomplish within a reasonable period of time, then evaluation by field load testing of the actual bridge in question may be required.5 Bridge Rehabilitation with CFRP CompositesApplication of CFRP composite materials is becoming increasingly attractive to extend the service life of existing concrete bridges. The technology of strengthening existing bridges with externally bonded CFRP composites was developed primarily in Japan (FRP sheets), and Europe (laminates). The use of these materials for strengthening existing concrete bridges started in the 1980s, first as a substitute to bonded steel plates, and then as a substitute for steel jackets for seismic retrofit of bridge columns. CFRP Composite materials are composed of fiber reinforcement bonded together with a resin matrix. The fibers provide the composite with its unique structural properties. The resin matrix supports the fibers, protect them, and transfer the applied load to the fibers through shearing stresses. Most of the commercially available CFRP systems in the construction market consist of uniaxial fibers embedded in a resin matrix, typically epoxy. Carbon fibers have limited ultimate strain, which may limit the deformability of strengthened members. However, under traffic loads, local debonding between FRP sheets and concrete substrate would allow for acceptable level of global deformations before failure.CFRP composites could be used to increase the flexural and shear strength of bridge girders including pier cap beams, as shown in Figure3. In order to increase the ductility of CFRP strengthened concrete girders, the longitudinal CFRP composite sheets used for flexural strengthening should be anchored with transverse/diagonal CFRP anchors to prevent premature delamination of the longitudinal sheets due to localized debonding at the concrete surface-CFRP sheet interface. In order to prevent stress concentration and premature fracture of the CFRP sheets at the corners of concrete members, the corners should be rounded at 50mm (2.0 inch) radius, as shown in Figure3.Deterioration of concrete bridge members due to corrosion of steel bars usually leads in loss of steel section and delamination of concrete cover. As a result, such deterioration may lead to structural deficiency that requires immediate attention. Figure4 shows rehabilitation of structurally deficient concrete bridge pier using CFRP composites.Figure3 Flexural and shear strengthening of concrete bridge pier with FRP compositesFigure4 Rehabilitation of deteriorated concrete bridge pier with CFRP composites6 Summary and ConclusionsEvaluation, non-destructive testing and rehabilitation of deteriorated concrete bridges were presented. Deterioration of concrete bridge components due to corrosion may lead to structural deficiencies, e.g. flexural and/or shear failures. Application of CFRP composite materials is becoming increasingly attractive solution to extend the service life of existing concrete bridges. CFRP composites could be utilized for flexural and shear strengthening, as well as for restoration of deteriorated concrete bridge components. The CFRP composite sheets should be well detailed to prevent stress concentration and premature fracture or delamination. For successful rehabilitation of concrete bridges in corrosive environments, a corrosion protection system should be used along with the CFRP system.碳纤维复合材料修复混凝土桥梁结构的详述及应用摘要:在各式各样的公路交通网络中,许多现有的古老桥梁,在各种恶劣的环境下,如更重的荷载和更快的车辆等条件下,依然在被使用着。

碳纤维复合材料论文

碳纤维复合材料论文

碳纤维复合材料论文导言碳纤维复合材料(CFRP)是一种由碳纤维和树脂基体组成的高性能材料。

随着科技的进步,CFRP在航空航天、汽车工业、体育用品等领域中得到了广泛的应用。

本论文将就CFRP的制备方法、性能特点以及应用前景进行详细探讨。

1. CFRP的制备方法CFRP的制备方法通常包括纺丝、预浸料、固化和成型四个步骤。

1.1 碳纤维纺丝碳纤维是由多个碳纤维丝束组成的。

纺丝过程中,先将碳纤维丝束在高温下拉伸,然后进行表面处理,以增加纤维与树脂的粘合性能。

1.2 预浸料制备预浸料是将纺丝得到的碳纤维与树脂基体进行浸渍得到的材料。

树脂基体一般采用环氧树脂。

预浸料制备过程中需要控制纤维的含量、纤维间的排列方式以及树脂的渗透性。

1.3 固化固化是指通过加热或加压将树脂基体中的单体或低分子量聚合物转变为高分子量聚合物的过程。

固化可以提高CFRP的强度和刚度。

1.4 成型成型是将固化后的预浸料经过特定形状的模具加热或加压成型,得到最终的CFRP产品。

2. CFRP的性能特点CFRP具有许多优良的性能特点,使其成为许多领域的首选材料。

2.1 高强度和高刚度相比于传统的金属材料,CFRP具有更高的强度和刚度。

其拉伸强度可以达到2000 MPa,弹性模量可以达到150 GPa以上。

2.2 轻质CFRP的密度大约为1.6 g/cm³,相比于钢材(7.8 g/cm³)和铝材(2.7g/cm³),CFRP具有更轻的重量优势。

2.3 抗腐蚀性由于CFRP的主要组成部分是碳纤维和树脂基体,它具有优良的抗腐蚀性能,不易受潮湿环境、化学物质和气候变化的影响。

2.4 热稳定性CFRP具有较高的热稳定性,可以在高温环境下长期使用而不发生形变或脆化。

2.5 高耐疲劳性由于CFRP的高强度和高刚度,它具有出色的耐疲劳性能,适用于长期受到重复加载的应用场景。

3. CFRP的应用前景随着CFRP技术的不断发展,其在各个领域的应用前景十分广阔。

碳纤维英文版2

碳纤维英文版2

carbon fiber carbonization process
Organic compounds in an inert gas heating to 1000 in a 1500 degrees, all the carbon atoms (nitrogen and hydrogen, oxygen, etc) will gradually be deported, carbon content gradually to increase, as the carbon atoms excluded, and solid alternate with in a series of dehydrogenation, cyclization, hand in chains and polycondensation,chemicalreaction, form carbon fiber.
7
Second, carbon fiber materials conductive energy-saving performance is good, no impact on the current. Metal fever in the start or closed cable, because of the metal itself to material, can produce a moment when the most high power, can achieve maximum power rating of more than two times. At the same time in the start, in a certain time in the not to rated condition, its power will be constant and continuous growth, until to rated state, would restore rated power. Carbon fiber heating cable with no impact current, in the start off to keep rated power, won't produce the moment of maximum power, so the energy saving effect than metal cable.

有关于介绍复合材料方面的英语作文

有关于介绍复合材料方面的英语作文

有关于介绍复合材料方面的英语作文Composite materials are a type of material made from two or more constituent materials with significantly different physical or chemical properties. These materials are combined to create a material that has characteristics that are superior to those of the individual materials alone. Composite materials have been used in a variety of applications, including aerospace, automotive, marine, construction, and sporting goods.One of the main advantages of composite materials is their high strength-to-weight ratio. This means that composite materials are lightweight, yet strong and durable. This makes them ideal for applications where weight savings are important, such as in aerospace and automotive industries. For example, carbon fiber composites are commonly used in the aerospace industry to reduce the weight of aircraft components, thus improving fuel efficiency and performance.Another advantage of composite materials is their corrosion resistance. Unlike metals, composite materials do not corrode when exposed to moisture or harsh chemicals, making them ideal for outdoor or marine applications. This property also makes composite materials a popular choice for constructionmaterials, such as building facades and bridges, where durability and longevity are important.Composite materials are also known for their design flexibility. They can be molded into complex shapes and can be tailored to meet specific performance requirements. This makes them ideal for applications where traditional materials may not be suitable. For example, fiberglass composites are commonly used in boat hulls because they can be easily molded into the streamlined and aerodynamic shapes needed for efficient water travel.In addition to these advantages, composite materials are also environmentally friendly. They require less energy and resources to produce compared to traditional materials and can be recycled at the end of their life cycle. This makes them a sustainable choice for environmentally conscious consumers and industries.In conclusion, composite materials offer a wide range of benefits that make them an attractive choice for a variety of applications. Their high strength-to-weight ratio, corrosion resistance, design flexibility, and environmental sustainability make them a versatile and reliable option for industries looking to improve performance and efficiency. With continuedadvancements in material science and manufacturing technology, composite materials are expected to play an increasingly important role in a wide range of industries in the future.。

ptfe碳纤维复合材料摩擦学的英语

ptfe碳纤维复合材料摩擦学的英语

ptfe碳纤维复合材料摩擦学的英语Tribology of PTFE Carbon Fiber Composite MaterialsPolytetrafluoroethylene (PTFE) is a widely used material in various industrial applications due to its unique properties, such as low coefficient of friction, chemical inertness, and thermal stability. However, the inherent weakness of PTFE, such as poor mechanical properties and low wear resistance, has led to the development of PTFE-based composite materials. One such composite material is PTFE reinforced with carbon fibers, which has gained significant attention in the field of tribology.The tribological behavior of PTFE carbon fiber composite materials is influenced by a complex interplay of factors, including the composition, microstructure, and surface characteristics of the composite. The addition of carbon fibers to PTFE can significantly improve the mechanical properties, wear resistance, and thermal conductivity of the material, making it suitable for applications where high-performance tribological properties are required.One of the key advantages of PTFE carbon fiber composites is their low coefficient of friction. The presence of carbon fibers in the PTFEmatrix can create a lubricating layer on the surface of the material, reducing the friction between the composite and the mating surface. This low coefficient of friction is particularly beneficial in applications such as bearings, seals, and sliding components, where reducing friction and wear is crucial for improving efficiency and extending the service life of the system.Moreover, the incorporation of carbon fibers can also enhance the wear resistance of PTFE. The carbon fibers act as reinforcing elements, increasing the overall strength and stiffness of the composite material. This improved mechanical performance can help to mitigate the wear of the PTFE matrix, leading to a longer lifespan of the tribological components.The tribological performance of PTFE carbon fiber composites can be further enhanced by optimizing the composition and microstructure of the material. The type and content of carbon fibers, as well as the manufacturing process, can significantly influence the tribological properties of the composite. For instance, the orientation and distribution of the carbon fibers within the PTFE matrix can affect the wear behavior and friction characteristics of the material.Extensive research has been conducted to understand the underlying mechanisms governing the tribological behavior of PTFE carbon fiber composites. Studies have shown that the formation of a transfer filmon the counterpart surface is a crucial factor in determining the friction and wear characteristics of the composite. The transfer film, which is composed of PTFE and carbon fiber debris, can provide a low-shear interface, reducing the friction and wear between the composite and the mating surface.In addition to the transfer film formation, the role of the PTFE matrix and the carbon fibers in the tribological performance of the composite has been extensively investigated. The PTFE matrix provides a low-friction surface, while the carbon fibers enhance the mechanical strength and thermal conductivity of the material. The interaction between these two components, as well as the interfacial bonding between them, can significantly influence the overall tribological behavior of the PTFE carbon fiber composite.Furthermore, the environmental conditions, such as temperature, humidity, and the presence of lubricants, can also affect the tribological performance of PTFE carbon fiber composites. Understanding the influence of these factors is essential for optimizing the design and application of these materials in various industrial settings.In conclusion, the tribological behavior of PTFE carbon fiber composite materials is a complex and multifaceted topic that has been extensively studied. The incorporation of carbon fibers into thePTFE matrix can significantly improve the mechanical properties, wear resistance, and thermal conductivity of the composite, making it a valuable material for a wide range of tribological applications. Ongoing research in this field aims to further enhance the tribological performance of PTFE carbon fiber composites through the optimization of composition, microstructure, and manufacturing processes, as well as the understanding of the underlying mechanisms governing their tribological behavior.。

复合材料英文文献

复合材料英文文献

复合材料英文文献Composite materials are engineered to combine the best properties of different materials, creating a new material that is stronger, lighter, and more durable than its individual components.These innovative materials are widely used in various industries, from aerospace where they reduce weight and increase fuel efficiency, to construction where they enhance structural integrity and longevity.The versatility of composite materials lies in their ability to be tailored to specific applications. By varying the composition and arrangement of the constituent materials, engineers can optimize the material for strength, stiffness, or resistance to environmental factors.Recent advancements in nanotechnology have further expanded the capabilities of composites. The incorporation of nanomaterials into composite structures can significantly improve their mechanical and thermal properties.One of the key challenges in composite material research is the development of effective recycling strategies. As these materials become more prevalent, finding sustainable ways to reuse or recycle them will be crucial to minimize environmental impact.Educational institutions and industries alike are investing in research to explore new composite material applications. This includes everything from improving sports equipment to developing next-generation energy storage systems.In conclusion, composite materials represent asignificant leap forward in material science. Their unique properties and potential for customization make them indispensable in a wide range of applications, driving innovation and enhancing performance across multiple sectors.。

复合材料英文

复合材料英文

复合材料英文Composite materials are a type of material that is composed of two or more different materials. These materials are combined to create a final product that has enhanced properties compared to the individual materials alone.One example of a composite material is carbon fiber reinforced polymer (CFRP). CFRP is made by combining carbon fibers with a polymer matrix, such as epoxy resin. The carbon fibers provide high strength and stiffness, while the polymer matrix holds the fibers together and provides toughness. The resulting material is lightweight, strong, and resistant to corrosion.Another example of a composite material is fiberglass. Fiberglass is made by combining glass fibers with a polymer matrix, such as polyester resin. The glass fibers provide strength and stiffness, while the polymer matrix holds the fibers together and provides durability. Fiberglass is commonly used in the construction industry for its insulation properties and durability.Composite materials are used in a wide range of applications due to their unique properties. They are commonly used in the aerospace industry, where lightweight and high strength materials are required for aircraft and spacecraft. CFRP is used in the manufacturing of airplane wings, fuselages, and other structural components. Fiberglass is used in the construction of helicopter blades due to its flexibility and strength.Composite materials are also used in the automotive industry to reduce vehicle weight and improve fuel efficiency. Carbon fibercomposites are used in the manufacturing of high-end sports cars and supercars to enhance performance. Fiberglass composites are used in the construction of vehicle body panels and interiors.In addition, composite materials are used in the sporting goods industry for their light weight and high strength properties. Carbon fiber composites are used in the manufacturing of bicycles, tennis rackets, and golf clubs. Fiberglass composites are used in the construction of kayaks and canoes for their durability and resistance to water.In conclusion, composite materials are a versatile type of material that combines two or more different materials to create a final product with enhanced properties. They are used in various industries, including aerospace, automotive, and sporting goods, for their lightweight, high strength, and durable properties. Composite materials have revolutionized the manufacturing industry and continue to be an important material in the development of new and improved products.。

美国Lamborghini扩大应用碳纤维复合材料

美国Lamborghini扩大应用碳纤维复合材料
时 ,可 拉 伸 4倍 ,在 三 步 拉 伸 后 得 到 最 大强 度
6 1M a 5 P 的单 丝。
( 参考文献略)
第一步和 第三 步拉 伸后取 得 的单 丝 直径及 其
C V值如表 1 、表 2所示 。第 一步拉 仲后 ,加热 器 加 热拉伸 5 倍及拉伸 6 的单丝不均 匀性 较大 ,特 倍
拉伸 速 ̄/mmn 1 0 . 1 o . 1 o .o . ( / i) . 1 0 . 1 0 . 1 1 0 O O o o 0 o o 第三步 拉伸倍数借 O 5 0 5 , O 5 0 5 0 5 O 5 . . O 5 . . . . 9 9 9 9 9 9 9 拉伸 喂入速 度/mm n 1 5 _ 1 5 2I 21 21 2 ( /i) . l 5 . . 7 7 7 . . . 6 拉伸应 力, P 2 3 2 2 3 2 2 In Ⅵ 9 l 6 9 2 8 6 直径 平均 /m l 3 6 3 1 3 l 32 3 1 3 1 36 , z 4 5 5 5 5 5 4
伸应力拉 伸 ,比只 用激光 加热 ,拉 伸 点变化 量更
小 ,故直径不均匀性增加 量更小 。
34 力学特性 .
低。这一拉伸应 力的差异可根据加热方法 引起单丝 截面 内温度分布的差异来说 明 ,即与热传递及热传 导的加热拉伸相 比 ,激光照射加热方法拉伸 时的单 丝截面 内温差较 小 ,用加热器预加热 后照射 激光 比
只用激光照射温 差更小 。
表 2 第二步 、第 三步拉 伸条 件和 拉伸 后单 丝的 力学特 性 试样 编号 1 2 3 4 5 6 7 第二步 喂入拉伸倍数/ 1 1 1 21 21 21 2 f 啬 . 8 . 8 . 8 . . . . 6

碳陶复合材料英文专著

碳陶复合材料英文专著

碳陶复合材料英文专著
关于碳陶复合材料的英文专著有很多,以下是一些比较知名的
专著:
1. "Carbon-Carbon Composites" by A. Kelly and C. Zweben 这本书介绍了碳-碳复合材料的各种特性、制备工艺、应用领域等内容,是该领域的经典之作。

2. "Ceramic Matrix Composites: Materials, Modeling and Technology" by Narottam P. Bansal 这本书主要介绍了陶瓷基复
合材料的各种材料、建模和技术,其中也包括了碳陶复合材料的内容。

3. "Carbon Reinforcements and Carbon/Carbon Composites" by M. Naslain 这本书主要介绍了碳增强材料和碳/碳复合材料的制备、性能、应用等方面的内容。

以上这些专著都是在碳陶复合材料领域具有一定影响力的著作,它们涵盖了从基础理论到实际应用的广泛内容,对于想深入了解碳
陶复合材料的读者来说都是很好的参考书籍。

外文碳纤维制作技术相关文献

外文碳纤维制作技术相关文献

Advanced Materials Development and Performance (AMDP2011)International Journal of Modern Physics: Conference SeriesVol. 6 (2012) 616-621World Scientific Publishing CompanyDOI: 10.1142/S2010194512003868DEVELOPMENT OF RAPID PIPE MOULDING PROCESS FOR CARBON FIBER REINFORCED THERMOPLASTICS BY DIRECT RESISTANCEHEATINGKAZUTO TANAKA , RYUKI HARADA, TOSHIKI UEMURA, TSUTAO KATAYAMA*Department of Biomedical Engineering, Doshisha University, 1-3 Tatara-miyakodaniKyotanabe, 610-0394, Kyoto, Japan* ktanaka@mail.doshisha.ac.jpHIDEYUKI KUWAHARAMaterial Processing Technologies, 63-1-214 Echigoyashikicho, FukakusaFushimi-ku, 612-8431, Kyoto, JapanTo deal with environmental issues, the gasoline mileage of passenger cars can be improved byreduction of the car weight. The use of car components made of Carbon Fiber Reinforced Plastics(CFRP) is increasing because of its superior mechanical properties and relatively low density.Many vehicle structural parts are pipe-shaped, such as suspension arms, torsion beams, door guardbars and impact beams. A reduction of the car weight is expected by using CFRP for these parts.Especially, when considering the recyclability and ease of production, Carbon Fiber ReinforcedThermoplastics are a prime candidate. On the other hand, the moulding process of CFRTP pipesfor mass production has not been well established yet. For this pipe moulding process an inductionheating method has been investigated already, however, this method requires a complicated coilsystem. To reduce the production cost, another system without such complicated equipment is tobe developed. In this study, the pipe moulding process of CFRTP using direct resistance heatingwas developed. This heating method heats up the mould by Joule heating using skin effect of high-frequency current. The direct resistance heating method is desirable from a cost perspective,because this method can heat the mould directly without using any coils. Formerly developedNon-woven Stitched Multi-axial Cloth (NSMC) was used as semi-product material. NSMC is verysuitable for the lamination process due to the fact that non-crimp stitched carbon fiber of[0 /+45 /90 /-45 ] and polyamide 6 non-woven fabric are stitched to one sheet, resulting in a shortproduction cycle time. The use of the pipe moulding process with the direct resistance heatingmethod in combination with the NSMC, has resulted in the successful moulding of a CFRTP pipeof 300 mm in length, 40 mm in diameter and 2 mm in thickness.Keywords: Carbon fiber; thermoplastics resin; direct resistance heating.1. IntroductionDue to the high-specific strength and high-specific stiffness, Carbon Fiber Reinforced Plastics (CFRP) are applied in various fields of application, such as aerospace and1automobile industries. Within the automobile industry, in order to improve gasoline mileage of passenger cars, their weight has to be reduced for instance by using CFRP.2616Moulding Process for CFRTP by Direct Resistance Heating 617Pipe-shaped components, such as the impact beam, door guard bar, suspension arm and torsion beam, are common vehicle structural components which are well suited to be made of CFRP in order to reduce the car weight. This has however not been applied widely yet, due to the expected high costs.Currently, CFRP with a thermoset resin is used the most in automobile and aerospace industries. However, considering moulding time and recyclability, it is desirable to use3 4thermoplastic resins instead. For the Carbon Fiber Reinforced Thermoplastics (CFRTP) pipe moulding process, rapid processing using the electromagnetic induction was developed. In the case of induction heating, an alternating current within a coil produces5a magnetic field, which induces Eddy currents in the mould surface. However, this system requires a coil system for electromagnetic induction. To reduce the cost of production, the development of another system without complicated equipment is needed.As heating methods for the heat treatment and welding of metals, induction heating and direct resistance heating are used. The advantages of direct resistance heating arerapid heating by the skin effect and the ability to heat without a coil. The here consideredheating process allows the reduction of production cost. In our previous study, Non-woven Stitched Multi-axial Cloth (NSMC) was developed as a moulding semi-product material for Carbon Fiber Reinforced Thermoplastics (CFRTP) products. NSMC, in 6 which non-crimp stitched carbon fabric and non-woven resin fabric for matrix resin arestitched to one sheet, provides an easy production process and makes cycle times short.In this study, the rapid pipe moulding process of CFRTP by means of directresistance heating in combination with NSMC was developed. In addition, the electrical energy usage of induction heating and direct resistance heating methods was compared.2. Materials and experiment procedure2.1. MaterialsNSMC was used as the moulding semi-product material. As shown in fig.1, polyamide 6non-woven fabric was stitched to Carbon fabric in the process of manufacturing the non-crimp stitched fabric (NCF). This NSMC consists of non-crimp stitched carbon fabric at[0 /+45 /90 /-45 ] with a weight per unit area of 240 g/m and polyamide 6 non-woven2fabric in the weight per unit area of 50 g/m . NSMC combines the matrix material and the 2reinforcing fibers into one sheet. It is very well applicable in the winding process.Carbon fiber StitchingPolyamide 6 non-woven fabricFig. 1. Schematic drawing of Non-woven Stitched Multi-axial Cloth (NSMC).618 K. Tanaka et al.2.2. Direct resistance heatingDirect resistance heating and induction heating are commonly used for the heat treatment and welding of metals, as they are using Joule heating by the skin effect of high- frequency current. The polarization of induced current as shown in fig.2 is called a skin depth. The skin depth is defined by the equation below, where is the electrical 7-9resistance, f is the current frequency and is the absolute permeability. In this study, SUS430 was used for the inner mould owing to its high magnetic permeability.fThe rapid heating of mould surface is possible by applying this heating method to the moulding process of CFRTP. In this study, we focus on direct resistance heating without any coil.Magnetic materialInduced currentFig. 2. Schematic drawing of skin effect.2.3. Moulding procedure of CFRTP pipe by direct resistance heatingFig.3 is a schematic drawing of the pipe moulding process for CFRTP. A stainless steelround bar of 315 mm in length and 32 mm in diameter was used as the material for theinner mould. At first, a silicon rubber tube was wound around the inner mould to applyinner pressure to the NSMC. The NSMC was cut to a width of 300 mm, and woundfourfold around the mould. After that, it was compressed by the outer mould using metalbands.A high-frequency vacuum-tube oscillator with 30 kW maximum output and 185 kHz current frequency was used. In this study, the inner mould was heated by the oscillator at1 kW output. This device applies the electric current to both ends of the inner mould by attached electrodes. The temperature of the material contacting the outer mould wasmeasured by thermocouples during the heating and cooling process.Inner mouldNSMCOuter mouldPressureSilicon rubber tube(a) Winding process. (b) Compression moulding process.Fig. 3. Process of CFRTP pipe moulding.Moulding Process for CFRTP by Direct Resistance Heating 619 2.4. Tensile testThe length and width of the specimen for the tensile test were 230 mm and 10 mm respectively, cut from the moulded tube. The cross section of the specimen was an arc- like shape and it was bonded to an aluminum tab using epoxy resin. The tensile test was conducted using a universal testing machine (Autograph AG-100kN, Shimadzu Co., Japan) and a video non-contact extensometer (DVE-100, Shimadzu Co., Japan) was used to measure the extension of specimen. The gauge length and displacement rate were 50mm and 1.67×10 m/s respectively.-52.5. Comparison of electrical energyThe electrical energy usage of direct resistance heating and induction heating was compared. The electrical energy was calculated by using the following equation. P is the output of oscillator and t is the heating time.W PtIn this study, the electrical energy of direct resistance heating is calculated with theassumption that the maximum temperature at moulding is 230 C. The electrical energyof the induction heating system is calculated using the data of a reference. 53. Results and discussion3.1. Evaluation of mouldingFig.4 is the temperature history during moulding process of the material right below theouter mould. In order to properly distribute the resin around the reinforcing fibers, afterreaching the maximum temperature during moulding, the outer mould was clamped moretightly and the inner mould was reheated. Using the oscillator for heating, allows thetemperature of the mould to rise to 230 C in 420 seconds. Fig.5 gives an overview of themoulded pipe. The CFRTP was moulded into a pipe shape without any remaining resinresidues.3002001000 1000 2000Time [s]Fig. 4. Temperature history. Fig.5.Cross section view and outer appearance of CFRTP pipe.620 K. Tanaka et al.3.2. Results of tensile testThe tensile strength and tensile modulus of CFRTP were 427 MPa and 26.4 GPa respectively. On the basis of tensile test, the specific strength and the specific stiffness ofCFRTP were compared with lightweight metal materials such as a high strength steeland an aluminum alloy. In this study, the specific strength of CFRTP exceeded the10, 11 12-14 specific strength of lightweight materials and the specific stiffness of CFRTP was approximately 80 % of the specific stiffness of lightweight materials as shown in fig.6 and fig.7. Consequently, CFRTP moulded using direct resistance heating is expected to be a suitable replacement for lightweight metals in car components.x10330 x106 4CFRTP Aluminum alloy2010 0 Aluminum alloy2 High strength steelCFRTP High strength steel0 500Strength [MPa] 1000 100 200 Young's modulus [GPa]Fig. 6. Comparison of specific strength. Fig. 7. Comparison of specific-stiffness.3.3. Comparison of electrical energyTable 1 shows powers, heating times and electrical energies of each heating method. The electrical energy required for direct resistance heating is approximately 15 % of that required for the induction heating methods. The direct resistance heating enables heating with low energy loss. The reason for the low efficiency of the induction heating is the large amount of energy required to produce the magnetic field. Therefore, the direct resistance heating enables heating of the mould with less electrical energy, which is beneficial for cost reduction.Table 1. Power and heating time of each heating method.5Power Heating timeElectrical energy [kWh] [kW] 100 1.0 [s]Induction heating30 0.83 0.12 Direct resistance heating 420。

碳纤维复合材料论文

碳纤维复合材料论文

碳纤维复合材料摘要一、碳纤维复合材料的概况二、碳纤维复合材料的结构三、碳纤维复合材料的用途四、碳纤维复合材料的优势五、我国碳纤维市场特点及商机展望六、结论概况在复合材料大家族中,纤维增强材料一直是人们关注的焦点。

自玻璃纤维与有机树脂复合的玻璃钢问世以来,碳纤维、陶瓷纤维以及硼纤维增强的复合材料相继研制成功,性能不断得到改进,使其复合材料领域呈现出一派勃勃生机。

下面让我们来了解一下别具特色的碳纤维复合材料。

结构碳纤维主要是由碳元素组成的一种特种纤维,其含碳量随种类不同而异,一般在90%以上。

碳纤维具有一般碳素材料的特性,如耐高温、耐摩擦、导电、导热及耐腐蚀等,但与一般碳素材料不同的是,其外形有显著的各向异性、柔软、可加工成各种织物,沿纤维轴方向表现出很高的强度。

碳纤维比重小,因此有很高的比强度。

碳纤维是由含碳量较高,在热处理过程中不熔融的人造化学纤维,经热稳定氧化处理、碳化处理及石墨化等工艺制成的。

碳纤维是一种力学性能优异的新材料,它的比重不到钢的1/4,碳纤维树脂复合材料抗拉强度一般都在3500Mpa以上,是钢的7~9倍,抗拉弹性模量为23000~43000Mpa亦高于钢。

因此CFRP的比强度即材料的强度与其密度之比可达到2000Mpa/(g/cm3)以上,而A3钢的比强度仅为59Mpa/(g/cm3)左右,其比模量也比钢高。

用途碳纤维的主要用途是与树脂、金属、陶瓷等基体复合,制成结构材料。

碳纤维增强环氧树脂复合材料,其比强度、比模量综合指标,在现有结构材料中是最高的。

在密度、刚度、重量、疲劳特性等有严格要求的领域,在要求高温、化学稳定性高的场合,碳纤维复合材料都颇具优势。

碳纤维是50年代初应火箭、宇航及航空等尖端科学技术的需要而产生的,现在还广泛应用于体育器械、纺织、化工机械及医学领域。

随着尖端技术对新材料技术性能的要求日益苛刻,促使科技工作者不断努力提高。

80年代初期,高性能及超高性能的碳纤维相继出现,这在技术上是又一次飞跃,同时也标志着碳纤维的研究和生产已进入一个高级阶段。

碳纤维英文版2

碳纤维英文版2

The preparation of Carbon Fiber
Generally speaking ,organic fiber are used to as a raw material to the manufacturing process of carbon fiber :
Organic fiber
Preoxidation processing
precursor
High temperature carbonization
The conditions of choosing the precursor: High strength,less impurities,the fiber number well-distributed。
carbon fiber structure
Carbon fiber belong to polymerization of carbon, it is the opposite of organic solid should be converted to 3 d carbon compounds, carbonization process is different, the product structure formation is different also. Carbon fiber and graphite fiber in the strength and elastic modulus have very big difference, this is mainly due to the different structure. Carbon fiber is of small a layer of graphite crystal of polycrystalline, carbon content about 75-95%; Graphite fiber structure and graphite similar, carbon content of up to 98-99%, impurities, quite a few. The carbon content of carbon fiber and manufacturing process of fiber carbonization and graphitization process related.
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Journal of Materials Processing Technology168(2005)262–269Process optimisation for a squeeze cast magnesium alloy metalmatrix compositeM.S.Yong a,∗,A.J.Clegg ba Singapore Institute of Manufacturing Technology,71Nanyang Drive,Singapore638075,Singaporeb Wolfson School of Mechanical and Manufacturing Engineering,Loughborough University,Loughborough,Leicestershire LE113TU,UKReceived5January2004;received in revised form5January2004;accepted27January2005AbstractThe paper reports the influence of process variables on a zirconium-free(RZ5DF)magnesium alloy metal matrix composite(MMC) containing14vol.%Saffilfibres.The squeeze casting process was used to produce the composites and the process variables evaluated were applied pressure,from0.1MPa to120MPa,and preform temperature from250◦C to750◦C.The principalfindings from this research were that a minimum applied pressure of60MPa is necessary to eliminate porosity and that applied pressures greater than100MPa causefibre clustering and breakage.The optimum applied pressure was established to be80MPa.It was also established that to ensure successful preform infiltration a preform temperature of600◦C or above was necessary.For the optimum combination of a preform preheat temperature of600◦C and an applied pressure of80MPa,an UTS of259MPa was obtained for the composite.This represented an increase of30%compared to the UTS for the squeeze cast base alloy.©2005Elsevier B.V.All rights reserved.Keywords:Magnesium alloys;Squeeze casting;Metal matrix composites;Mechanical properties1.IntroductionMetal matrix composite(MMC)components can be man-ufactured by several methods.The metal casting route is espe-cially attractive in terms of its ability to produce complex near net shapes.However,castings produced by conventional cast-ing processes may contain gas and/or shrinkage porosity.The tendency for porosity formation will be exacerbated whenfi-bres are introduced because they tend to restrict theflow of molten metal and cause even greater gas entrapment within the casting.It is pointless to usefibres to reinforce a casting if defects are present,since the addition offibres will not com-pensate for poor metallurgical integrity.In order to fulfil the potential offibre reinforcement and produce pore free cast-ings the squeeze casting process can be selected.The unique feature of this process is that metal is pressurised throughout solidification.This prevents the formation of gas and shrink-age porosity and produces a metallurgically sound casting.∗Corresponding author.E-mail address:msyong@.sg(M.S.Yong).Selection of this process is also based on its suitability for mass production,ease of fabrication and its consistency in producing high quality composite parts.With the development of MMCs,magnesium alloys can better meet the various demands of diverse applications.The addition of reinforcement to magnesium alloy produces su-perior mechanical properties[1–3]and good thermal stability [4,5].Of the various composite types,the discontinuous and randomly orientedfibre-reinforced composites provide the best“value to strength ratio”.Despite the potential advantage of using magnesium MMC for lightweight and high strength applications,little is known about the influence of squeeze infiltration parame-ters.Key parameters,such as applied pressure and preform temperature must be optimised,especially for the squeeze infiltration of a magnesium–zinc MMC.These process pa-rameters were researched and the results are presented in this paper.However,it wasfirst necessary to select appropriate fibres and binders since their selection is fundamental to the success of the MMC.The main criterion determining the se-lection offibre type is compatibility with the matrix.Two0924-0136/$–see front matter©2005Elsevier B.V.All rights reserved. doi:10.1016/j.jmatprotec.2005.01.012M.S.Yong,A.J.Clegg/Journal of Materials Processing Technology168(2005)262–269263fibre types that are known to be compatible with magnesium are Saffil and carbon[6].Silica and alumina-based binders are widely used in preform production,mainly due to their high temperature properties[7].However,there are concerns about chemical reactions between magnesium alloys and sil-ica[8].To ensure full infiltration of liquid metal into thefibre pre-form,researchers[9–11]have emphasised the importance of preheating the preforms.However,there has been lit-tle research to determine optimum preform temperature for magnesium alloys and that reported has focused on AZ91 (magnesium–aluminium)alloy.The wetting capability of these alloys is different,for instance the wetting and the in-terfacial reaction between Al2O3reinforcement and cerium, lanthanum(both rare earth elements)or magnesium is far better in comparison to aluminium.Most work on applied pressure has focused on aluminium alloys and their composites.However,Ha[12]and Chadwick [13]investigated the influence of applied pressure on the short freezing range Mg–Al family of alloys.The effect on solid-ification will inevitably be different for long freezing range alloys,such as the Mg–Zn family alloys that are the focus of this research.The difference in solidification morphology will be significant when infiltrating the melt into a porousfi-bre preform.Long freezing range alloys retain a liquid phase over a longer period during infiltration and this may promote better infiltration,reduce voids and consequently improve the soundness of the composite.2.Experimental methodologyA zirconium-free magnesium–4.2%zinc–1%-rare earths alloy,designated RZ5DF,was used for this research.Several fibre preform materials,proportions and binder systems,were evaluated to determine their compatibility with the magne-sium alloys and the mechanical properties that they delivered to the composite[14].This preliminary research established that a compopsite based on a silica-bonded,14vol.%Saffil fibre preform delivered the best characteristics in terms of ease of production and maximum‘value to strength ratio’.The effect of applied pressure,between0.1MPa and 120MPa,on the RZ5DF-14vol.%Saffilfibre composite was first evaluated.The maximum permissible applied pressure was limited by both the capability of the squeeze casting press and die design.The metal pouring temperature was main-tained at750◦C,the die temperature at250◦C,the duration of applied pressure at25s,and delay before application of pressure at4s.These conditions replicated those employed for the base alloy that was reported previously[15].Following this,the influence of preform temperature was evaluated for a restricted range of applied pressures.Four preform temperatures were selected:250◦C(similar to the die temperature),400◦C(intermediate temperature),600◦C (at which temperature the RZ5DF alloy is a mixture of liquid and solid),and750◦C(at which temperature the RZ5DF alloy is in the fully molten state).These experiments were conducted at three applied pressures:60MPa,80MPa and 100MPa.The mechanical properties were evaluated using tensile and hardness tests.These tests were complemented by optical microscopy and,for the tensile fracture surfaces,SEM.2.1.Test castingThe test casting was a rectangular plate of126mm in length,75mm in width and16mm in depth.2.2.Melt processingThe alloy was melted in an electric resistance furnace us-ing a steel crucible,thefluxless method and an argon gas cover.The die was coated with boron nitride suspended in water to protect it from excessive wear.2.3.Tensile testingTensile tests were conducted on a50kN Mayes testing ma-chine using position control.Modified test specimens were machined according to BS18(1987)and magnesium Elek-tron Ltd RB4specifications[16].2.4.Hardness testingHardness was measured to determine and study the influ-ence of reinforcement on the magnesium and the isotropy of fibre distribution.The locations of hardness measurements are shown in Fig.1.Hardness measurements were conducted using the Rockwell B scale for both the alloys and com-posites.The preference for the Rockwell rather than Vick-ers hardness measurement was due to the larger indentation needed to ensure a more consistent measurement on the com-posite.The area of the Vickers hardness indentation is so small that,in some cases,the measurement could be taken from the hardfibre causing large variations in hardness val-ues.Fig.1.Locations of hardness measurements(each dot represents the position of a hardness measurement)taken in both‘Longitudinal’and‘Transverse’directions.264M.S.Yong,A.J.Clegg /Journal of Materials Processing Technology 168(2005)262–2692.5.MetallographyAn optical microscope and stereoscan 360electrom mi-croscope (SEM)were used to examine the microstructure of the MMC specimens.Metallographic samples were prepared using standard techniques and were etched using an acetic pi-cral solution.The electron microscope was equipped with a back-scatter detector and was used to characterise fracture surfaces from the tensile test specimens.2.6.Cell sizeThe cell size was established using the intersection method.Five areas were selected at random and 21mea-surements of cell size were taken for each area.The average value for the 105readings was determined.3.Results and observationsThe results are reported in the sequence in which the ex-periments were conducted.In the first series of experiments,the effect of applied pressure was evaluated.In the second se-ries,the combined influences of applied pressure and preform preheat temperature were evaluated.3.1.Series 1experiments:the influence of applied pressure3.1.1.Tensile propertiesThe effect of applied pressure on UTS and ductility of squeeze cast,RZ5DF-14vol.%,Saffil fibre composites is shown in Fig.2.It can be seen that the highest UTS value was obtained with an applied pressure of 80MPa.It would appear from the figure that a pressure in excess of 40MPa is essential to develop a significant improvement in UTS but that levels above 80MPa have a detrimental effect.3.1.2.HardnessThe hardness values along the longitudinal and transverse directions of the composite castings produced atdifferentFig.2.The effects of squeeze infiltration applied pressure on the tensile properties of the RZ5DF matrix with 14vol.%fraction Saffilfibres.Fig.3.The average material hardness along the longitudinal and transverse direction of the squeeze infiltrated RZ5DF alloy with 14vol.%fraction Saffil fibres,cast with constant pouring temperature of 750◦C and die temperature of 250◦C.applied pressures are shown graphically in Fig.3.Whilst the dominating influence on hardness is provided by the presence of the Saffil fibres,the results show that the hardness at the two lowest levels of applied pressure (0.1MPa and 20MPa)is distinctly lower than that associated with applied pressure levels of 40MPa and above.3.1.3.MetallographyMetallography was conducted to examine the influence of applied pressure on the cast structure.Selected opti-cal microstructures are presented in Fig.4.The metal-lographic examination identified the presence of microp-orosity in those samples produced with applied pressures below 60MPa.The microporosity,as expected,occurred mainly at cell boundaries and was most easily confirmed by adjusting the depth of field.It also identified the ten-dency for fibre clustering and fracture at applied pressures greater than 80MPa.The presence of fractured fibres is demonstrated more clearly in the SEM micrographs shown in Fig.5.These micrographs show fractured fibres in the plane transverse to that of load application during the tensile test.3.2.Series 2experiments:the influence of preform temperatureThe preliminary experiments showed that the optimum applied pressure was 80MPa.However,to ensure robustness in the experimentation,the effects of preform preheat temper-ature were evaluated for the optimum applied pressure and pressures of 60MPa and 100MPa.3.2.1.Tensile testsThe effects of preform temperature and applied pressure on UTS are summarised in Fig.6.The results show that a preform preheat temperature of 750◦C produced the most consistent UTS values across the range of applied pressuresM.S.Yong,A.J.Clegg/Journal of Materials Processing Technology168(2005)262–269265Fig.4.Optical microstructure of squeeze infiltrated RZ5DF-14vol.%fraction Saffilfibres produced under(i)atmospheric pressure,0.1MPa,applied pressure of(ii)20MPa,(iii)40MPa,(iv)60MPa,(v)80MPa,(vi)100MPa and(vii)120MPa.and that the maximum UTS of259MPa was obtained with a preform temperature of600◦C and an applied pressure of 80MPa.These results confirm the status of80MPa as the optimum value of applied pressure.3.2.2.HardnessThe results of the hardness tests are shown in Fig.7.The greatest variation in hardness was demonstrated by the test casting produced with the lowest value of appliedpressure Fig.5.SEM micrograph of the fracture face of a squeeze infiltrated RZ5DF-14vol.%fraction Saffilfibres produced under applied pressure of(i)100MPa and (ii)120MPa.266M.S.Yong,A.J.Clegg/Journal of Materials Processing Technology168(2005)262–269Fig.6.The plot of UTS for RZ5DF-14vol.%Saffil MMC produced from various combinations of applied pressure and preform temperature. (60MPa)and preform temperature of400◦C.The range of variation was±8HRB compared to±6HRB observed for the other combinations of preform temperature and applied pressure.3.2.3.MetallographyMetallographic examination of the composite structures showed that more densely packedfibres occurred at the pre-form surface at the lowest preform temperature.This effect is illustrated in Fig.8.The sequence of microstructures show that preform deformation andfibre clustering were less evi-dent at higher preform temperatures.The SEM micrographs of tensile fracture surfaces,Fig.9,confirm the clustering of fibres and provide evidence offibre tofibre contact,for the preheat temperature of400◦C.This effect was not evident for the preheat temperature of600◦C.4.DiscussionTo achieve the successful infiltration of afibre preform the liquid metal must penetrate the preform completely.Potential barriers to this are presented by:the density of the preform, which can be represented by the preform permeability[14]; Fig.7.The average material hardness along the longitudinal and transverse direction of the squeeze infiltrated RZ5DF alloy with14vol.%fraction Saffilfibres produced under different combinations of preform temperatures and appliedpressures.Fig.8.A micrograph taken at the preform infiltration region of a squeeze infiltrated specimen produced with a preform temperature of(i)750◦C,(ii)600◦C, (iii)400◦C and(iv)250◦C.M.S.Yong,A.J.Clegg/Journal of Materials Processing Technology168(2005)262–269267an insufficient pressure head,necessary to displace the air and overcome resistances to metalflow;and/or a low pre-form temperature that promotes premature solidification of the solid before complete infiltration.Increasing either the applied pressure or the preform pre-heat temperature,independently or in combination,may im-prove infiltration.However,there may be adverse conse-quences.Too high a level of applied pressure may physi-cally damage the preform through compression.This leads to compacted preforms that resist infiltration together withfi-bre clustering andfibre breakage that reduce thefibres’effec-tiveness for strengthening the matrix.Although researchers [11,17,18]have resorted to high preform temperatures to achieve infiltration,this too can have adverse effects.For example,an increased heat content in the system may retard solidification.This in turn extends the time during which there is the opportunity for adverse interfacial reactions to occur between the alloy andfibres.Furthermore,an extended pe-riod of solidification can promote the formation of larger cell sizes that in turn impair the mechanical properties.The influence of applied pressure is quite clearly demon-strated in Fig.2.Thefigure can be divided into three distinct regions:<60MPa,61–90MPa,>91MPa.Thefirst of these regions is associated with the presence of porosity and voids in the castings and this porosity is associated with low UTS values.As the applied pressure is increased the porosity is eliminated and the composite develops its optimum UTS of 259MPa at an applied pressure of80MPa.Thereafter,an increase in applied pressure producesfibre clustering and breakage leading to more initiation points for fracture and so the UTS declines.The tensile evidence is supported by evi-dence from hardness tests and metallography.The presence of porosity,revealed in Fig.4,adversely affects the hardness of the castings.Quite simply,low levels of applied pressure are not sufficient to either suppress porosity formation or com-pletely infiltrate thefibre preform.It is interesting to note that the optimum applied pressure level of80MPa for the compos-ite is20MPa higher than that necessary to develop the highest level of strength in thefibre-free base alloy[15].Metallo-graphic examination revealed that preform deformation and fibre clustering was less evident andfibres were less densely packed at the surfaces of the preforms preheated to600◦C or 750◦C(see Fig.8)when compared with400◦C and250◦C.It was found that the highest preform temperature(750◦C) produced the most consistent UTS values over the range of applied pressures considered.This preform temperature is above the liquidus temperature of the alloy.It would,there-fore,be expected that infiltration of the preform would not be impeded by the early onset of solidification of the alloy on thefibre preforms.The preform temperature of600◦C pro-duced a higher variation in UTS than was observed for the 750◦C preform preheat temperature.However,the highest value of UTS of all the experiments was produced with this preheat temperature in combination with an applied pressure of80MPa.A preform temperature of750◦C supported a wider range of applied pressure because,even at the lowest level of 60MPa,there was a minimal resistance to infiltration.It was also noted that there was less variation infibre distri-bution.An even distribution offibres was also evident in the specimens produced at a preheat temperature of600◦C, see Fig.9.This temperature is33◦C below the alloy’s liq-uidus temperature.Although infiltration was not a problem, it can be postulated that solidification would occur quite quickly under these conditions.This postulation is supported by microstructural evidence and cell size measurements,see Fig.8,that show a smaller cell size,associated with better UTS,in the samples produced with a preform temperature of 600◦C.With preheat temperatures of400◦C and,especially, 250◦C the UTS values are generally poor and there is clear evidence of ineffective infiltration.The microstructural evi-dence clearly shows that preform deformation,fibre cluster-ing andfibre breakage is evident to varying degrees.However, such effects were not uniform and produced inconsistent ef-fects.For example,for the combination of400◦C and60MPa applied pressure,microstructural evaluation,see Fig.10,re-vealed a high concentration offibres in the centre of the infil-trated preform.This effect was caused by two factors.Firstly, the low preform preheat temperature promoted rapid solid-ification of the alloy prior to the application of pressure at both the preform surface and at locations near to the die wall. Secondly,the low applied pressure resulted in irregular and curtailed infiltration.In consequence,the applied pressure compacts rather than infiltrates the preform.This produces in-filtrated regions that have a higher concentration offibresand Fig.9.SEM micrograph of the fracture face of a squeeze infiltrated RZ5DF-14vol.%Saffil MMC produced with(i)400◦C and(ii)600◦C preform temperature.268M.S.Yong,A.J.Clegg /Journal of Materials Processing Technology 168(2005)262–269Fig.10.Microstructure showing different parts of the squeeze infiltrated RZ5DF-14vol.%fraction Saffil specimen produced with a preform temperature of 400◦C and applied pressure of 60MPa.The sequence is (i)top,(ii)centre and (iii)bottom portion of the fabricated composite.this can produce higher values of UTS,see Fig.10.However,the effect is inconsistent and therefore undesirable.Hardness measurements also confirmed the inconsistency.For exam-ple,the specimen produced with 60MPa and 400◦C preheat demonstrated the greatest variation in hardness,see Fig.7,and this was attributable to the central clustering of fibres.Ex-amination of the fracture surface of the specimen produced with a preform temperature of 400◦C and an applied pres-sure of 80MPa clearly shows the fibres in contact with one another,see Fig.9.4.1.The influence of zincAlloying magnesium with 4.2%of the lower melting point metal zinc produces a binary alloy that has a long freezing range.Experimentation [16]determined the values of the liquidus and solidus of the RZ5DF alloy to be 633◦C and 474◦C,respectively,a freezing range of 159◦C.Although long freezing range alloys are the most prone to shrinkage porosity,this problem is overcome by squeeze casting.The long freezing range may in fact be beneficial in the produc-tion of a composite since the extended period during which a liquid phase is present may promote infiltration.The pres-ence of zinc may also be significant for the preform preheat temperature.The results show that the optimum UTS of 259MPa was obtained with a preform temperature of 600◦C,a tempera-ture just 33◦C below the alloy’s liquidus temperature.Cell size measurements revealed that specimens produced at this preheat temperature had a smaller average cell size,typically 30␮m,see Fig.8.For specimens produced with preheat tem-peratures of 750◦C,400◦C and 250◦C the average cell size was >50␮m.This variation can be explained by consider-ation of the nucleation and growth sequence in the various specimens.The high preform preheat temperature retards the rate of solidification because time is necessary for the heat of the preform to be transferred through the alloy to the die.Nucleating cells have time to grow.Conversely,at low pre-heat temperatures of 400◦C and 250◦C,the alloy solidifiesquickly in contact with the relatively cold fibres.The first solid formed is rich in the primary phase and the remaining liquid becomes richer in the low melting point eutectic.Al-though primary phase still forms by nucleation and growth in the inter-fibre regions,the number of cells formed is reduced and their size is larger.5.Conclusions1.The optimum applied pressure for the squeeze casting of RZ5DF-14vol.%Saffil fibre composites was determined to be 80MPa.At applied pressures below 60MPa,micro-porosity was not suppressed.Conversely,a high applied pressure of 100MPa or above causes fibre clustering and breakage and a concomitant reduction in UTS.2.The optimum preform preheat temperature was estab-lished to be 600◦C.At this temperature consistent fibre in-filtration was achieved and the optimum cell size of 30␮m was obtained in the matrix.3.The optimum combination of applied pressure and pre-form preheat temperature was determined to be 80MPa and 600◦C,respectively.For this combination,a UTS value of 259MPa was obtained.The composite delivered a 30%increase in UTS compared with that developed in the squeeze cast base alloy.AcknowledgementsDr.Yong gratefully acknowledges the receipt of an Over-seas Research Students Award and a Loughborough Univer-sity Research Studentship.References[1]K.Purazrang,P.Abachi,K.U.Kainer,Investigation of the mechan-ical behaviour of magnesium composites,Composites 25(4)(1994)296–302.M.S.Yong,A.J.Clegg/Journal of Materials Processing Technology168(2005)262–269269[2]K.Purazrang,P.Abachi,K.U.Kainer,Mechanical behaviour of mag-nesium alloy MMCs produced by squeeze casting and powder met-allurgical techniques,Compos.Eng.3(6)(1993)489–505.[3]O.Ottinger,G.Grau,R.Winter,R.F.Singer,The effect of alu-minium additions on the interfacial microstructure and mechanical properties of C/Mg composites,in:Proceedings of the10th Inter-national Conference on Composite Materials(ICCM10),vol.VI, Vancouver,Canada,August1995,pp.447–454.[4]A Materials Edge Report,Metal matrix composites in the automotiveindustry,Met.Bull.plc.,(1993)1–33.[5]W.Toaz,R.R.Bowles,D.L.Mancini,Squeeze casting compositecomponents for diesel engines,Ind.Heat.54(3)(1987)17–19. 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