• Composites Research
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• v.14 no.3
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• pp.1-9
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• 2001

A new non-destructive fatigue prediction model of the composite laminates is developed. The natural frequencies of fatigue-damaged laminates under extensional loading are related to the fatigue life of the laminates by establishing the equivalent flexural stiffness reduction as a function of the elastic properties of sublaminates. The flexural stiffness is derived by relating the 90-ply elastic modulus reduction, and using the laminate plate theory to the degraded elastic modulus and the intact elastic modulus of other laminates. The natural frequency reduction model, in which the dominant fatigue mode can be identified from the sensitivity scale factors of sublaminate elastic properties, provides natural frequency vs. fatigue cycle curves for the composite laminates. Vibration tests were also conducted on $[{90}_2/0_2]_s$ carbon/epoxy laminates to verify the natural frequency reduction model. Correlations between the predictions of the model and experimental results are good.

• Transactions of the Korean Society of Mechanical Engineers
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• v.15 no.6
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• pp.1908-1918
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• 1991

Fatigue tests have been carried out to measure the degradation of the residual strength and the fatigue life in carbon/epoxy (0/45/90/-45)$_{2s}$ composite materials. Theoretical predictions of residual strength and fatigue life were compared with experimental results. Distribution characteristics were studied using the probability of failure based on the cumulative distribution function and median rand. The static ultimate strength of carbon/epoxy composites used herein is observed to be relatively higher than that of existing similar composites ; while fatigue life is shorter due to the brittleness of matrix. The fatigue life obtained in these experiments is shorter than that estimated by residual strength degradation model when the stress level above 0.6 For the stress level of 0.6, the experimental value was abruptly increased. The cumulative distribution function for the static ultimate strength is well correlated to that for the strength converted from the measured fatigue life. Also, the predicted distribution of residual strength shows good agreement with the experimental results. Therefore, it is proven that the residual strength degradation model is reasonable.e.

• Composites Research
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• v.29 no.2
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• pp.73-78
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• 2016

In this paper, The concept of a wheel with carbon fiber composite is to replace the conventional material used for a wheel hub, such as plastic, with a disk-type hub made of carbon fabric and epoxy resin. The impact load from the ground under real conditions was considered; a low-velocity impact test was conducted to evaluate the impact performance of the carbon wheel and compare it with that of a conventional plastic wheel. This study applied a 70 J impact load as a test condition. The impact energy was controlled in the test by adjustment of height and weight of impactor. The use of a carbon disk wheel hub was confirmed to reduce weight and generate an excellent repulsive force at low energy under conditions similar to real driving conditions. The results showed that the maximum load increased proportionally depending on the impact load, but the growth of the maximum load was reduced at a 20 J impact load and tended to decrease at a 45 J impact load. The carbon wheel showed excellent properties ; the level of rebounding was 35.3% and 19.1% of the total impact energy at impact loads of 5 J and 10 J, respectively. On the other hand, the carbon disk wheel rebounded less than 5% of the total energy due to crack generation of the thin carbon hub for impact loads of more than 20 J.

• Korean Journal of Materials Research
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• v.5 no.2
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• pp.215-222
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• 1995

Anisotropic pitch-based C-type and hollow carbon fibers can obtain wider shear stresses during the spinning and induce higher molecular orientation than that of round along the fiber axis. These fibers reinforced unidirectional epoxy composites were prepared by hot-press moulding method and perpendicular and parallel thermal conductivities of the composites were measured by a steady-state meth od. In the case of round carbon fibers reinforced epoxy composites(H-CF/EP), thermal anisotropic factor showed nearly 50, while those of H-CF/EP and C-CF/EP showed about 130 and 118, respectively. As a result, both H-CF/EP and C-CF/EP had an excellent directional thermal conductivity to distribute heat, above 200 %.

• Composites Research
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• v.21 no.4
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• pp.15-21
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• 2008

Interfacial shear strength between epoxy and carbon fiber was analyzed utilizing a hemi-spherical microbond specimens adhered onto single carbon fiber. The hemi-spherical microbond specimen showed high regression coefficient and small standard deviation in the measurement of interfacial strength as compared with a droplet and an inverse hemi-spherical one. This seemed to be caused by the reduced meniscus effects and the reduced stress concentration In the region contacting with a pin-hole loading device. Finite element analysis showed that the stress distributions along the fiber/matrix interface in the hemi-spherical specimen had a stable shear stress distribution along the interface without any stress mode change. The experimental data was also different according to the kinds of loading device such as the microvise-tip and the pin-holed plate.

• Composites Research
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• v.26 no.6
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• pp.386-391
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• 2013

In this paper, a carbon fiber/epoxy composite-aluminum hybrid wheel for passenger cars was suggested for better performance and a prototype was fabricated and tested. Adhesive bonding between aluminum part and a composite rim part was used, and the bonding length and thickness were determined by finite element analysis. For self alignment and the function of bonding jig the special structure with a groove and a protrusion was applied. To evaluate the performance of the hybrid wheel various FE analyses were carried out. Inner and outer molds were prepared for the composite rim part and the thermoformed composite part was bonded to the aluminum part. Vibration tests revealed that the hybrid wheel had 16% higher resonance frequency and 32% higher damping capacity with 10% weight reduction.

• Proceedings of the Korean Society For Composite Materials Conference
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• 2001.05a
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• pp.172-175
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• 2001

The co-cured Joining method, which is regarded as an adhesively bonded Joining method, is an efficient joining technique because both curing and bonding processes for the composite structures can be achieved simultaneously. It requires neither surface treatment onto the composite adherend nor an additional adhesive joining process because the excess resin, which is extracted from composite materials during consolidation, accomplishes the co-cured Joining process. Since the adhesive of the co-cured joint is the same material as the resin of the composite adherend, the analysis and design of the co-cured joint for composite structures are simpler than those of an adhesively bonded joint, which uses an additional adhesive. In this paper, effects of the manufacturing parameters, namely surface roughness, stacking sequence of the composite adherend, and manufacturing pressure in the autoclave during curing process, on the tensile load bearing capacity of the co-cured single lap joint will be experimentally investigated.

• Composites Research
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• v.36 no.1
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• pp.1-15
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• 2023

Demand for energy consumption reduction is increasing according to the development expectations of future mobility. Lightweight structural materials are known as a method to reduce greenhouse gas emissions and improve energy efficiency. In particular, fiber reinforced polymer composite (FRP) is attracting attention as a material that can replace existing metal alloys due to its excellent mechanical properties and light weight. In this paper, industrial applications and research trends of carbon fiber reinforced composites (CFRP, carbon FRP) and self-reinforced composites (SRC) were reviewed based on the reinforcement, polymer matrix, and manufacturing process. In order to overcome the expensive process cost and long manufacturing time of the epoxy resin-based autoclave method, which is mainly used in the aircraft field, mass production of CFRP-applied electric vehicles has been reported using a high-pressure resin transfer molding process including fast-curing epoxy. In addition, thermoplastic resin-based CFRP and interface enhancement methods to solve the recycling issue of carbon fiber composites were reviewed in terms of materials and processes. To form a perfect matrix-reinforcement interface, which is known as the major factor inducing the excellent mechanical properties of FRP, studies on SRC impregnated with the same matrix in polymer fibers have been reported. The physical and mechanical properties of SRC based on various thermoplastic polymers were reviewed in terms of polymer orientation and composite structure. In addition, a copolymer matrix strategy for extending the processing window of highly drawn polypropylene fiber-based SRC was discussed. The application of CFRP and SRC as lightweight structural materials can provide potential options for improving the energy efficiency of future mobility.

• Applied Chemistry for Engineering
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• v.9 no.6
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• pp.894-900
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• 1998

An interphase between carbon fiber and epoxy matrix was introduced to increase impact strength of carbon fiber reinforced composites (CFRC) without sacrificing the interlaminar shear strength. Flexible polymers, I. e., MVEMA (poly(methyl vinyl ether-co-maleic anhydride)) and EMA(poly(ethylene-co-maleic anhydride)), which have reactive functional groups were considered as interphase materials. Weight hain of MVEMA and EMA onto the surface of carbon fibers was evaluated by changing the parameters of electrodeposition process. Electrodeposition mechanism of polymers which have anhydride functional group was identified by IR spectroscopy, that is, the generation of $RCOO^-$ functional group by the attack of hydroxide anion in the basic solution was observed. The weight gain was increased by increasing concentration of polymers, current density, and electrodeposition time. However the excess generation of oxygen gas decreased the weight gain by removing the deposited polymers. Washing in the running water easily removed the deposited polymers which are on the fiber surface without bonding, as a results, only 0.5 wt% of deposited polymers are remained.

• Composites Research
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• v.35 no.4
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• pp.255-260
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• 2022

Lightweight hydrant tanks increase the amount of water that can be carried by fire trucks, resulting in longer water spray times during the initial firefighting process, which can minimize human and property damages. In this study, the applicability of carbon-fiber-reinforced polymer (CFRP) composites as a material for lightweight hydrant tanks was investigated. In particular, the resin for manufacturing CFRP hydrant tanks must meet various requirements, such as excellent mechanical properties, formability, and dimensional stability. In order to identify a resin that satisfies these conditions, five commercially available resins, including epoxy(KFR-120V), unsaturated polyesters(G-650, HG-3689BT, LSP8020), vinyl ester(KRF-1031) were selected as candidates, and their characteristics were analyzed to investigate the suitability for manufacturing a CFRP hydrant tank. Based on the analyses, KRF-1031 exhibited the most suitable properties for hydrant tanks. Particularly, CFRP with KRF-1031 exhibited successful results for thermal stability and elution tests.