The effect of ply thickness on the notch sensitivity and bearing properties on carbon fibre reinforced polymer composites and their hybrid laminates with steel foils were studied. Laminates with ply thicknesses of 0.3 mm and 0.03 mm comprising of CFRP and hybrid laminates were manufactured and characterized using tension, open hole tension and double lap bearing tests. A 25% ply substitution was found to double the bearing load with extensive plastic deformation in the joint while maintaining high stress and maintaining constant cross-sectional thickness in the laminate. With a good agreement between the finite element predicted values and failure behaviour, the damage initiation and progression behaviour could be observed experimentally. We numerically captured (i) rapid failure of 0° plies in the thin ply CFRP hybrid and (ii) continuous delamination with significant plastic deformation for the thick ply CFRP hybrid. The numerical results significantly reduce future experimental work when designing hybrid laminates and could allow the laminate lay-up to be tailored for load cases. Both the experiments and numerical models underline the distinct size effects occurring with respect to the ply thicknesses when hybridising a very ductile metal with a brittle yet strong composite material.

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To reduce the cycle time of structural, automotive thermoplastic composites, we investigated the potential of direct thermoplastic melt impregnation of glass fabrics using an injection moulding process. At the high pressures that occur during the process, the effect of the fabric architecture on the impregnation, compaction, volume fraction and permeability of two unidirectional fabrics was studied. Using impregnation experiments with a low viscosity PA6 melt, we identified a favourable processing window resulting in an impregnation time of 5 min. The impregnation experiments with thermoplastic melts demonstrate that textile architectures promoting dual scale flow during impregnation are favourable for complete filling. Based on our findings, thermoplastic compression resin transfer moulding is an efficient processing route for automated production of composite parts with a high fibre volume fraction, if the fabric architecture is adapted for higher processing pressures and by fully utilising dual scale flow.

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The increasing use of carbon fibre reinforced polymer (CFRP) composites in aviation and automotive industries has led to the adoption of automated production methods such as pultrusion or resin transfer moulding (RTM) for cost reduction in the production lightweight structures. These processes however, offer limited freedom to locally reinforce structures. This paper describes an approach to utilise a basic geometry for several similar parts and add local reinforcement patches only in regions of load introduction or high local stress. The approach offers the benefit of being able to combine automated production methods with unprecedented design freedom. The specific bearing performance for three different local reinforcement using (1) add-on CFRP patches, (2) surface mounted steel foils and (3) steel foil interleaving in replacement of 90° plies with foils of the same thickness as the CFRP plies (0.125 mm) is compared by double lap bearing tests. The bearing strength improves with the addition of patches, for surface mounted steel foils, more so as CFRP co-cured patches, and most as an interleaved configuration. Quasi ductile failure of the bearing joints was maintained due to additional plasticity of the steel foils, producing a joint that fails safely while enhancing the bearing strength. When examining the hybrid laminates, all samples buckled and failed in bearing compression/shear. Brooming was evident on the compressive side of the hole where the bolt indented the laminate. Indentation led to shear kink bands along the washer supported region and appear as large compression/shear damage above the washer confined region of the laminate. When normalised by weight, the three approaches show similar bearing performance. However, each approach has specific advantages with regards to processing, electrolytic potential, or absolute bearing strength, depending on the design of the load introduction.

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The objective of this paper was to develop cure kinetic models to describe the B-stage curing and co-curing assembly of carbon fibre reinforced thermosetting polymer (CFRP) composites. Starting from the analytical model, temperature cycles and experimental procedures are developed to join a B-stage CFRP part to a reinforcing B-stage CFRP patch for local reinforcement. Our results show that by using the analytical model, one may precisely describe the cure reaction and join the composites without any additional adhesive. The co-cured composites were successfully manufactured with stable fibre volume fractions and glass transition temperatures between the two sub-components. Additionally, merits of the process, such as modifying reinforcing areas locally, or formation of net shape detail are discussed.

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This research presents analytical models to describe the cure kinetics of an epoxy resin, and then implements the models to create partially cured carbon fibre reinforced polymer structures that have been locally reinforced. A full process for co-curing B-staged composite parts was developed, including cure kinetic and glass transition modelling of the curing reaction of the epoxy resin, simulation of curing cycles, development of the tools and optimisation of the process. A 50 % improvement in the bearing load was achieved with the B-stage patch and reinforcement co-cure solution that is proposed. Moreover, the bearing strength was found to more than double with the incorporation of steel foils into the bearing region of the structure. The development of these models, and the promising results show that increased bearing performance may be achieved whilst still meeting stringent qualification regulations for commercial aviation application using this processing technique.@en