• Proceedings of the Materials Research Society of Korea Conference
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• 1996.11a
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• pp.120-120
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• 1996

• Proceedings of the KSME Conference
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• 2000.11a
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• pp.250-255
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• 2000

Damage induced by low velocity impact loading in aircraft composite laminates is the form of failure which is occurred frequently in aircraft. Low velocity impact can be caused either by maintenance accidents with tool drops or by in-flight impacts with debris. As the consequences of impact loading in composite laminates, matrix cracking, delamination and eventually fiber breakage for higher impact energies can be occurred. Even when no visible impact damage is observed, damage can exist inside of composite laminates and the carrying load of the composite laminates is considerably reduced. The reduction of strength and stiffness by impact loading occurs in compressive loading due to laminate buckling in the delaminated areas. The objective of this study is to determine inside damage of composite laminates by impact loading and to determine residual compressive strength and the damage growth mechanisms of impacted composite laminates. For this purpose a series of impact and compression after impact tests are carried out on composite laminates made of carbon fiber reinforced epoxy resin matrix with lay up pattern of $[({\pm}45)(0/90)_2]s$ and $[({\pm}45)(0)_3(90)(0)_3({\pm}45)]$. UT-C scan is used to determine impact damage characteristics and CAI(Compression After Impact) tests are carried out to evaluate quantitatively reduction of compressive strength by impact loading.

• Composites Research
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• v.14 no.2
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• pp.13-21
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• 2001

Substituting composite structures for conventional metallic structures has many advantages because of higher specific stiffness and specific strength of composite materials. In this work, one-piece driveshafts composed of carbon/epoxy and glass/epoxy composites were designed and manufactured for a rear wheel drive automobile satisfying three design specifications, such as static torque transmission capability, torsional buckling and the fundamental natural bending frequency. Single lap adhesive joint was used to join the composite shaft and the aluminum yoke. The torque transmission capability of the adhesively bonded composite shaft was calculated with respect to bonding length and yoke thickness by finite element analysis and compared with the experimental result. Torque transmission capability was based on the Tsai-Wu failure index fur composite shaft and the failure model which incorporated the nonlinear mechanical behavior of aluminum yoke and epoxy adhesive. From the experiments and the finite element analyses, it was found that the static torque transmission capability of the composite driveshaft was highest at the critical yoke thickness, and saturated beyond the critical length. Also, it was found that the one-piece composite driveshaft had 40% weight saving effect compared with a conventional two-piece steel driveshaft.

• Proceedings of the Korean Society For Composite Materials Conference
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• 2000.04a
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• pp.149-153
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• 2000

Substituting composite structures for conventional metallic structures has many advantages because of higher specific stiffness and specific strength of composite materials. In this work, one-piece propeller shafts composed of carbonfepoxy and glass/epoxy composites were designed and manufactured for a rear wheel drive automobile satisfying three design specifications, such as static torque transmission capability, torsional buckling and the fundamental natural bending frequency. Single lap adhesively bonded joint was employed to join the composite shaft and the aluminum yoke. For the optimal adhesive joining of the composite propeller shaft to the aluminum yoke, the torque transmission capability of the adhesively bonded composite shaft was calculated with respect to bonding length and yoke thickness by finite element method and compared with the experimental result. Then an optimal design method was proposed based on the failure model which incorporated the nonlinear mechanical behavior of aluminum yoke and epoxy adhesive. From the experiments and FEM analyses, it was found that the static torque transmission capability of composite propeller shaft was maximum at the critical yoke thickness, and it saturated beyond the critical length. Also, it was found that the one-piece composite propeller shaft had 40% weight saving effect compared with a two-piece steel propeller shaft.

• Proceedings of the International Microelectronics And Packaging Society Conference
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• 2005.09a
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• pp.201-212
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• 2005

[ $Epoxy/BaTiO_3$ ] composite embedded capacitor films (ECFs) were newly designed fur high dielectric constant and low tolerance (less than ${\pm}15\%$) embedded capacitor fabrication for organic substrates. In terms of material formulation, ECFs are composed of specially formulated epoxy resin and latent curing agent, and in terms of coating process, a comma roll coating method is used for uniform film thickness in large area. Dielectric constant of $BaTiO_3\;&\;SrTiO_3$ composite ECF is measured with MIM capacitor at 100 kHz using LCR meter. Dielectric constant of $BaTiO_3$ ECF is bigger than that of $SrTiO_3$ ECF, and it is due to difference of permittivity of $BaTiO_3\;and\;SrTiO_3$ particles. Dielectric constant of $BaTiO_3\;&\;SrTiO_3$ ECF in high frequency range $(0.5\~10GHz)$ is measured using cavity resonance method. In order to estimate dielectric constant, the reflection coefficient is measured with a network analyzer. Dielectric constant is calculated by observing the frequencies of the resonant cavity modes. About both powders, calculated dielectric constants in this frequency range are about 3/4 of the dielectric constants at 1 MHz. This difference is due to the decrease of the dielectric constant of epoxy matrix. For $BaTiO_3$ ECF, there is the dielectric relaxation at $5\~9GHz$. It is due to changing of polarization mode of $BaTiO_3$ powder. In the case of $SrTiO_3$ ECF, there is no relaxation up to 10GHz. Alternative material for embedded capacitor fabrication is $epoxy/BaTiO_3$ composite embedded capacitor paste (ECP). It uses similar materials formulation like ECF and a screen printing method for film coating. The screen printing method has the advantage of forming capacitor partially in desired part. But the screen printing makes surface irregularity during mask peel-off, Surface flatness is significantly improved by adding some additives and by applying pressure during curing. As a result, dielectric layer with improved thickness uniformity is successfully demonstrated. Using $epoxy/BaTiO_3$ composite ECP, dielectric constant of 63 and specific capacitance of 5.1nF/cm2 were achieved.

• Korean Journal of Materials Research
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• v.10 no.5
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• pp.354-659
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• 2000

Applications of composite materials have been in progress noticeably in manufacturing areas of automotive, aircraft and in other industries, resulting in ensuing research activities. Carbon-epoxy, one of major composite materials, is investigated for its thermal characteristics. Upon treatments of the composite material with repeated heatings and coolings variations of its elastic constants are monitored to reveal the thermal nature of the composite material. In this study, generally, changes in elastic constants are observed to occur mostly during the first 10~20 thermal cycles. Values of G(sub)13 remain almost unchanged except a minor decrease. However in the observed small changes thermal shocks produce less effect than thermal fatigues. On the other hand, values of $E_1$show gradual increases with the num-ber of applied thermal cycles and temperatures. Meanwhile, values of $E_2$ and G(sub)23 decrease to a certain extent in the early stage during the applications of thermal cycling but are not appreciable affected by frequencies of thermal cy-cles. Also, thermal shocks are observed to induce different effects depending on treatment temperatures.

• Composites Research
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• v.23 no.1
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• pp.44-50
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• 2010

In this paper, two different experiments, namely, salt water spray and salt water immersion, were performed to reproduce the contact of composites with the seawater for three kinds of woven fabric composite material systems which would be used for the WIG(wing in ground effect)craft. After aging 140 days in the salt water environment, material properties of carbon/epoxy and glass/epoxy composite such as tensile, compressive and shear stiffness and strength, and inter-laminar shear strength (ILSS) were measured. By comparing baseline material properties with degraded ones, the effects of the salt water environment on the composite mechanical properties were evaluated. From the experiments, it was confirmed that the difference in aging conditions had very small influence on composite properties. And it was found that tensile strength of carbon/epoxy composites showed little degradation, but much more degradation was observed in glass/epoxy composites. And large degradations on matrix dominant properties were observed. The salt water could damage the fiber-matrix interface, matrix properties and the glass fiber.

• Structural Engineering and Mechanics
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• v.62 no.1
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• pp.43-54
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• 2017

In this study, the failure behavior of composite material in the biaxial and off-axis loading is studied based on a computational micromechanical model. The model is developed so that the combination of mechanical and thermal loading conditions can be considered in the analysis. The modified generalized plane strain assumption of the theory of elasticity is used for formulation of the micromechanical modeling of the problem. A truly meshless method is employed to solve the governing equation and predict the distribution of micro-stresses in the selected RVE of composite. The fiber matrix interface is assumed to be perfect until the interface failure occurs. The biaxial and off-axis loading of the SiC/Ti and Kevlar/Epoxy composite is studied. The failure envelopes of SiC/Ti and Kevlar/Epoxy composite in off-axis loading, biaxial transverse-transverse and axial-transverse loading are predicted based on the micromechanical approach. Various failure criteria are considered for fiber, matrix and fiber-matrix interface. Comparison of results with the available results in the litreture shows excellent agreement with experimental studies.

• Macromolecular Research
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• v.9 no.1
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• pp.20-29
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• 2001

Interfacial adhesion and nondestructive behavior of electrodeposited (ED) carbon fiber rein-forced composites were evaluated using electro-micromechanical techniques and acoustic emission (AE). The interfacial shear strength (IFSS) of the ED carbon fiber/epoxy composites was higher than that of the untreated fiber. This might be expected because of the possibility of chemical or hydrogen bonding in an electrically adsorbed polymeric interlayer. The logarithmic electrical resistivity of the untreated single-carbon fiber composite increased suddenly to infinity when fiber fracture occurred, whereas that of the ED composite increased relatively gradually to infinity. This behavior may arise from the retarded fracture time due to enhanced IFSS. In single- and ten-carbon fiber composites, the number of AE signals coming from interlayer failure of the ED carbon fiber composite was much larger than that of the untreated composite. As the number of the each first fiber fractures increased in the ten-carbon fiber composite, the electrical resistivity increased stepwise, and the slope of the logarithmic electrical resistance increased.

• Proceedings of the Korean Society For Composite Materials Conference
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• 2004.10a
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• pp.189-192
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• 2004

In this study, mode II interlaminar fracture phenomena of carbon fabric/epoxy composite for tilting train were investigated. The end notched flexural specimen containing an artificial crack with the thickness of 12.5fl11l was used. The mode II interlaminar fracture toughness was evaluated through a three point bending test and the fractured surfaces were examined through a scanning electron microscope. The experimental results obtained in this study would be applicable in the design and structural analysis of the composite structures.