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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS2018

Rapid Tools for an AFP Manufacturing Defects Assessment Framework

This work formulates an automated fiber placement (AFP) defects assessment framework. Such framework assumes AFP manufacturing processes are able to identify manufacturing defects via automated inspection systems and intends to provide rapid analysis tools to create a defect assessment loop. The defect assessment loop defines an automated analysis process during AFP manufacturing to minimize the number of manual repairs on the part, thus accelerating AFP manufacturing of composite structures. This defects assessment loop advantages automated inspection data to evaluate the influence of encountered AFP defects on a ply-by-ply basis. Structural evaluation is based on strength criteria using local-global finite element models. Local models affect the global part model via material property reductions. Schemes to reduce material properties using the local models are the main enablers of this framework’s automated assessment capability. Finally, we discuss the main technical challenges to realize the feasibility of this framework.

Bahamonde Jacome, Luis G.↗
NASA NTRSDate not supplied

Porosity Prediction and Detection During Composite Cure Using Simulation and Ultrasonic In-Situ Inspection Inside and Autoclave

Composite materials offer unique benefits in aerospace applications such as increased strength-to-weight ratio and improved fatigue properties. They are increasingly being used in major commercial aircraft programs. However, current processing methods can lead to defects in composite parts, which are currently identified using post-manufacturing inspection methods. A cure defects process model has been developed to predict the formation of manufacturing defects (e.g., porosity and fiber waviness) in composites based on the cure parameters and part geometry. However, a capability to directly validate porosity during cure did not exist. Validation methods included comparing resin pressure measured during cure with predictions by the process model and inspection/microscopy after cure. This study developed a high-temperature ultrasonic inspection system to detect porosity defects in composites during autoclave cure and experimentally verify the predictions of the model. The system operated inside an autoclave within an enclosure cooled by intermittent liquid nitrogen(LN2) injections. A high-temperature 2.25 MHz ultrasonic transducer was utilized to transmit ultrasonic waves through the tool plate and into the composite material and to measure the amplitude and time of flight of the reflected waves with a 1 mm × 1 mm resolution. Porosity was observed via the ultrasonic reflections, which experienced increased attenuation in regions of high porosity. Distinct regions of increased porosity were present due to uneven pressure across the panel, which was driven by an intentional misfit between the flat caul plate and the tapered composite panel with ply drops. These observations matched the predictions of the model using the inputs from the experiment (e.g., part material and geometry, cure cycle) and were validated by post-cure ultrasonic inspection and micrographs. The in-situ inspection system was able to successfully provide defect detection and localization and can be applied to future manufacturing of composite structure for aerospace applications.

Porosity↗
NASA NTRS2021

Porosity Detection and Localization During Composite Cure Inside an Autoclave Using Ultrasonic Inspection

Composite materials offer unique benefits in aerospace applications such as increased strength-to-weight ratio and improved fatigue properties. They are increasingly being used in major commercial aircraft programs. However, current processing methods can lead to defects in composite parts, which must be detected using post-manufacturing inspection methods. Porosity (i.e., pores, voids) is a critical defect from the cure process that is detrimental to performance of the composite part. It is therefore necessary to understand and eliminate the formation of porosity defects. At NASA Langley Research Center, an in-situ cure monitoring system was developed to detect porosity defects as they form in real-time inside an autoclave. A capability to directly detect and localize porosity within a composite during cure did not exist before. This study is focused on an elevated-temperature ultrasonic inspection system to detect porosity defects in composites during autoclave cure. The ultrasonic inspection system operated inside an autoclave within an enclosure cooled by intermittent liquid nitrogen (LN_2) injections. A high-temperature, 2.25 MHz, transducer transmitted ultrasonic waves through the tool plate and into the composite part and measured the amplitude and time of flight of the reflected waves with a 1 mm × 1 mm step size/areal resolution. Porosity was observed via the ultrasonic reflections, which experienced increased attenuation in regions of high porosity. Distinct regions of increased porosity were present due to uneven pressure across the panel, which was driven by an intentional misfit between the flat caul plate and the tapered composite panel with ply drops. The results were validated by post-cure ultrasonic inspection and micrographs. The in-situ inspection system was able to successfully provide porosity detection and localization in the tapered ply-drop panel. The successful results indicate the promise of this system for future implementation in the manufacturing of composite structures for aerospace applications.

Composites↗
DOE OSTI2022

Preprocessing of municipal solid waste towards thermal insulating material

Municipal solid waste (MSW) is one of the significant challenges in today’s world. A continuous surge in population, increasing living standards, and rapid urbanization are generating an enormous quantity of MSW. For example, the Environmental Protection Agency (EPA) reported that the total generation of MSW in the United States in 2018 was 292.4 million tons. Improper management of this MSW often leads to the release of greenhouse gases, emission of particulate matters, and formation of dioxins, which all ultimately contributes to climate change. Recycling these wastes via landfills with gas recovery and/or energy and material production via thermal and chemical conversions could be viable options to manage these challenges. Depending on the inherent chemical and structural properties of unrecycled wastes, the carbon structures can be tailored for processing and reuse in manufacturing of structural composites, building materials such as insulation, carbon dense reactant materials such as activated carbon, and so on. According to the EPA’s estimation, MSW in the United States is approximately 23% paper and paperboard, 12% plastics, 6% wood and 6% is textiles. Thus, this research focused on the feasibility of using the MSW as insulation material for the construction sector. The goal of this work was to determine the range of particle sizes, consolidation ratios, and component blends that can achieve insulation R-values within at least 70% that of traditional blown cellulose fiber. To achieve this goal, we designed the testing matrix based on five different component blends, three different particle sizes, and three different compaction level. An American Society for Testing and Materials (ASTM) method (C-739) was used to measure the R-value of the insulation material. Results showed that, adding more paper component in addition to smaller particle size and loose compaction made the insulation similar to the traditional blown cellulose fiber insulation as the R-value was within a range of 2.5-3.0 per inch.

42 ENGINEERING↗
NASA NTRS1989

Manufacturing development of pultruded composite panels

The weight savings potential, of graphite-epoxy composites for secondary and medium primary aircraft structures, was demonstrated. One of the greatest challenges facing the aircraft industry is to reduce the acquisition costs for composite structures to a level below that of metal structures. The pultrusion process, wherein reinforcing fibers, after being passed through a resin bath are drawn through a die to form and cure the desired cross-section, is an automated low cost manufacturing process for composite structures. The Lockheed Aeronautical Systems Company (LASC) Composites Development Center designed, characterizated materials for, fabricated and tested a stiffened cover concept compatible with the continuous pultrusion process. The procedures used and the results obtained are presented.

Meade, L. E.↗
DOE OSTI2026

Low-Cost Highly Recyclable Structural Composites Utilizing Vitrimers and Natural Fibers (Basalt) Manufactured via a Novel Pultrusion Method for High-Volume Applications

The project’s overall goal is to explore and demonstrate as proof-of-concept that a highly recyclable and repairable composite material system, that is reinforced with natural fibers, can be used to produce lightweight structural components using a low-cost manufacturing process for high-volume automotive applications. More specifically, the project’s objectives will focus on vitrimer resins (which are a hybrid polymeric system of thermoplastics and thermosets) reinforced with basalt fibers and manufactured using pultrusion technologies. Pultrusion, as a method, is well-known to be one of the lowest-cost manufacturing processes for high-volume applications. However, to date, the validity and viability of such attractive objectives have not been demonstrated in support of the automotive industry.

36 MATERIALS SCIENCE↗
NASA NTRSDate not supplied

Demonstration of How Manufacturing Innovations Challenge Conventional Structural Design

For almost 100 years, commercial aircraft have been fabricated using riveted aluminum alloy structures. Aside from refining aircraft designs for better aerodynamic efficiency, improving alloy compositions, and automating assembly steps, fuselage construction remains largely unchanged today. The intent of the lightweight metallic fuselage prototype undertaken in NASA’s Advanced Air Transport Technology project was to demonstrate innovative forming and joining processes that advance the design paradigm, i.e. achieve high-rate manufacturing and reduce assembly time/costs. Over the past decade, researchers at NASA Langley Research Center have evaluated the potential to modify the flow forming process to produce near-net shaped cylinders, integrally stiffened along the cylinder axis, for space launch vehicles. The production of integral stiffeners in a formed aluminum cylinder, the size of the Space Shuttle external tank, replaced machined thick plate and welding steps to eliminate > 500,000 pounds of machining chips and ~ 0.5 miles of welds. The flow forming method, called the Integrally Stiffened Cylinder (ISC) process, was successfully demonstrated up to the 10-foot diameter scale, which laid the groundwork for the current investigation of metallic fuselage structures. Using the ISC process as the basis for the re-design of a metallic fuselage eliminates hundreds of thousands of holes and rivets, while significantly reducing assembly time and crack initiation sites in the integral structure. However, the ISC process is not currently configured to fabricate circumferential ring frames for carrying fuselage internal pressure loads. Consequently, a trade study was performed to assess existing and advanced manufacturing processes, including additive manufacturing, forming, and welding. The approach with the lowest barriers to success, while simultaneously improving manufacturing time and cost, was to use formed ring frame segments attached to the ISC via Refill Friction Stir Spot Welding (RFSSW). The RFSSW process is five times faster than drilling, reaming, and riveting and provides similar mechanical performance. Finishing the fuselage structure with conventional windows, floor beams, and floor panels can then be accomplished using incumbent assembly methods, thereby maximizing reuse of existing infrastructure for aircraft construction. Structural analyses were performed to assess and optimize the geometric variables of integrated skin and stiffener configurations. A cost benefit and manufacturing rate analysis was also performed to compare against the current state-of-the-art for single aisle transport class aircraft. The resulting structure offers a weight reduction that rivals current graphite-epoxy composite fuselage structures. The projected manufacturing rate is close to double current metallic fuselages and six times faster than current composite manufacturing practices. The damage tolerance properties of a monocoque fuselage structure have yet to be assessed, but past integral airframe structural work has exploited geometric features to blunt or turn cracks. This concept offers promise that integrated structures can meet stringent aircraft durability specifications. An important benefit is that such aluminum fuselage structures may be inspected and repaired using established practices and existing expertise. Finally, pursuit of advanced manufacturing processes for future aluminum fuselages minimizes waste and the structure is 100% recyclable at the end-of-life for maximum sustainability.

aluminum↗
NASA NTRS2000

Manufacturing and NDE of Large Composite Aerospace Structures at MSFC

NASA's vision for transportation to orbit calls for new vehicles built with new materials technology. The goals of this new launch system development are to improve safety, dramatically reduce cost to orbit, and improve vehicle turn around time. Planned Space Shuttle upgrades include new reusable liquid propellant boosters to replace the solid propellant boosters. These boosters are to have wings and return to the launch site for a horizontal landing on an airport runway. New single and two stages to orbit concepts are being investigated. To reduce weight and improve performance composite materials are proposed for fuel and oxidizer tanks, fuel feedlines, valve bodies, aerostructures, turbomachinery components. For large composite structures new methods of fabrication are being proposed and developed. Containment of cryogenic fuel or oxidizer requires emphases on composite material densification and chemical compatibility. Ceramic matrix and fiber composites for hot rotating turbomachinery have been developed with new fabrication processes. The new requirements on the materials for launcher components are requiring development of new manufacturing and inspection methods. This talk will examine new and proposed manufacturing methods to fabricate the revolutionary components. New NDE methods under consideration include alternative X-ray methods, X-ray laminagraphy, advanced CT, Thermography, new ultrasonic methods, and imbedded sensors. The sizes, complexity, use environment, and contamination restrictions will challenge the inspection process. In flight self-diagnosis and rapid depot inspection are also goals of the NDE development.

Whitaker, Ann↗
NASA NTRS2001

Approaches to Design and Evaluation of Sandwich Composites

This report describes research during the period June 15, 1997 to October 31, 2000. This grant yielded a low cast manufacturing of composite sandwich structures technology and characterization interfacial and subinterfacial cracks in foam core sandwich panels. The manufacturing technology is called the vacuum assisted resin transfer (VARTM). The VARTM is suitable for processing composite materials both at ambient and elevated temperatures and of unlimited component size. This technology has been successfully transferred to a small business fiber preform manufacturing company 3TEX located in Cary, North Carolina. The grant also supported one Ph.D, one M.S and a number of under graduate students, and nine publications and Presentations.

Shivakumar, Kunigal↗
NASA NTRS1991

Fabrication of the V-22 composite AFT fuselage using automated fiber placement

Boeing Helicopters and its subcontractors are working together under an Air Force Wright Research and Development Center (WRDC)-Manufacturing-Technology Large-Composite Primary Structure Fuselage program to develop and demonstrate new manufacturing techniques for producing composite fuselage skin and frame structures. Three sets of aft fuselage skins and frames have been fabricated and assembled, and substantial reductions in fabrication and assembly costs demonstrated.

Pinckney, Robert L.↗
NASA NTRS1991

Lessons learned for composite structures

Lessons learned for composite structures are presented in three technology areas: materials, manufacturing, and design. In addition, future challenges for composite structures are presented. Composite materials have long gestation periods from the developmental stage to fully matured production status. Many examples exist of unsuccessful attempts to accelerate this gestation period. Experience has shown that technology transition of a new material system to fully matured production status is time consuming, involves risk, is expensive and should not be undertaken lightly. The future challenges for composite materials require an intensification of the science based approach to material development, extension of the vendor/customer interaction process to include all engineering disciplines of the end user, reduced material costs because they are a significant factor in overall part cost, and improved batch-to-batch pre-preg physical property control. Historical manufacturing lessons learned are presented using current in-service production structure as examples. Most producibility problems for these structures can be traced to their sequential engineering design. This caused an excessive emphasis on design-to-weight and schedule at the expense of design-to-cost. This resulted in expensive performance originated designs, which required costly tooling and led to non-producible parts. Historically these problems have been allowed to persist throughout the production run. The current/future approach for the production of affordable composite structures mandates concurrent engineering design where equal emphasis is placed on product and process design. Design for simplified assembly is also emphasized, since assembly costs account for a major portion of total airframe costs. The future challenge for composite manufacturing is, therefore, to utilize concurrent engineering in conjunction with automated manufacturing techniques to build affordable composite structures. Composite design experience has shown that significant weight savings have been achieved, outstanding fatigue and corrosion resistance have been demonstrated, and in-service performance has been very successful. Currently no structural design show stoppers exist for composite structures. A major lesson learned is that the full scale static test is the key test for composites, since it is the primary structural 'hot spot' indicator. The major durability issue is supportability of thin skinned structure. Impact damage has been identified as the most significant issue for the damage tolerance control of composite structures. However, delaminations induced during assembly operations have demonstrated a significant nuisance value. The future challenges for composite structures are threefold. Firstly, composite airframe weight fraction should increase to 60 percent. At the same time, the cost of composite structures must be reduced by 50 percent to attain the goal of affordability. To support these challenges it is essential to develop lower cost materials and processes.

Whitehead, R. S.↗
NASA NTRS1992

Composite fuselage crown panel manufacturing technology

Commercial fuselage structures contain significant challenges in attempting to save manufacturing costs with advanced composite technology. Assembly issues, materials costs, and fabrication of elements with complex geometry are each expected to drive the cost of composite fuselage structure. Key technologies, such as large crown panel fabrication, were pursued for low cost. An intricate bond panel design and manufacturing concept were selected based on the efforts of the Design Build Team. The manufacturing processes selected for the intricate bond design include multiple large panel fabrication with Advanced Tow Placement (ATP) process, innovative cure tooling concepts, resin transfer molding of long fuselage frames, and use of low cost materials forms. The process optimization for final design/manufacturing configuration included factory simulations and hardware demonstrations. These efforts and other optimization tasks were instrumental in reducing costs by 18 pct. and weight by 45 pct. relative to an aluminum baseline. The qualitative and quantitative results of the manufacturing demonstrations were used to assess manufacturing risks and technology readiness.

Willden, Kurtis↗
NASA NTRS2000

RFI and SCRIMP Model Development and Verification

Vacuum-Assisted Resin Transfer Molding (VARTM) processes are becoming promising technologies in the manufacturing of primary composite structures in the aircraft industry as well as infrastructure. A great deal of work still needs to be done on efforts to reduce the costly trial-and-error methods of VARTM processing that are currently in practice today. A computer simulation model of the VARTM process would provide a cost-effective tool in the manufacturing of composites utilizing this technique. Therefore, the objective of this research was to modify an existing three-dimensional, Resin Film Infusion (RFI)/Resin Transfer Molding (RTM) model to include VARTM simulation capabilities and to verify this model with the fabrication of aircraft structural composites. An additional objective was to use the VARTM model as a process analysis tool, where this tool would enable the user to configure the best process for manufacturing quality composites. Experimental verification of the model was performed by processing several flat composite panels. The parameters verified included flow front patterns and infiltration times. The flow front patterns were determined to be qualitatively accurate, while the simulated infiltration times over predicted experimental times by 8 to 10%. Capillary and gravitational forces were incorporated into the existing RFI/RTM model in order to simulate VARTM processing physics more accurately. The theoretical capillary pressure showed the capability to reduce the simulated infiltration times by as great as 6%. The gravity, on the other hand, was found to be negligible for all cases. Finally, the VARTM model was used as a process analysis tool. This enabled the user to determine such important process constraints as the location and type of injection ports and the permeability and location of the high-permeable media. A process for a three-stiffener composite panel was proposed. This configuration evolved from the variation of the process constraints in the modeling of several different composite panels. The configuration was proposed by considering such factors as: infiltration time, the number of vacuum ports, and possible areas of void entrapment.

Loos, Alfred C.↗
DOE OSTI2023

A novel additive manufacturing compression overmolding process for hybrid metal polymer composite structures

Metal polymer composites combining low density, high strength composites with highly ductile and tough metals have gained traction over the last few decades as lightweight and high-performance materials for industrial applications. However, the mechanical properties are limited by the interfacial bonding strength between metals and polymers achieved through adhesives, welding, and surface treatment processes. In this paper, a novel manufacturing process combining additive manufacturing and compression molding to obtain hybrid metal polymer composites with enhanced mechanical properties is presented. Additive manufacturing enabled deposition of polymeric material with fibers in a predetermined pattern to form tailored charge or preform for compression molding. Here, a grade 300 maraging steel triangular lattice is first fabricated using AddUp FormUp350 laser powder bed system and compression overmolded with additively manufactured long carbon fiber-reinforced polyamide-6,6 (40% wt. CF/PA66) preform. The fabricated hybrid metal polymer composites showed high stiffness and tensile strength. The stiffness and failure characteristics determined from the uniaxial tensile tests were correlated to a finite element model within 20% deviation. Fractographic analyses was performed using microscopy to investigate failure mechanisms of the hybrid structures.

36 MATERIALS SCIENCE↗
NASA NTRS1992

Composite fuselage crown panel manufacturing technology

Commercial fuselage structures contain significant challenges in attempting to save manufacturing costs with advanced composite technology. Assembly issues, material costs, and fabrication of elements with complex geometry are each expected to drive the cost of composite fuselage structures. Boeing's efforts under the NASA ACT program have pursued key technologies for low-cost, large crown panel fabrication. An intricate bond panel design and manufacturing concepts were selected based on the efforts of the Design Build Team (DBT). The manufacturing processes selected for the intricate bond design include multiple large panel fabrication with the Advanced Tow Placement (ATP) process, innovative cure tooling concepts, resin transfer molding of long fuselage frames, and utilization of low-cost material forms. The process optimization for final design/manufacturing configuration included factory simulations and hardware demonstrations. These efforts and other optimization tasks were instrumental in reducing cost by 18 percent and weight by 45 percent relative to an aluminum baseline. The qualitative and quantitative results of the manufacturing demonstrations were used to assess manufacturing risks and technology readiness.

Willden, Kurtis↗
NASA NTRS1982

Durability of commercial aircraft and helicopter composite structures

The development of advanced composite technology during the past decade is discussed. Both secondary and primary components fabricated with boron, graphite, and Kevlar composites are evaluated. Included are spoilers, rudders, and fairings on commercial transports, boron/epoxy reinforced wing structure on C-130 military transports, and doors, fairings, tail rotors, vertical fins, and horizontal stabilizers on commercial helicopters. The development of composite structures resulted in advances in design and manufacturing technology for secondary and primary composite structures for commercial transports. Design concepts and inspection and maintenance results for the components in service are reported. The flight, outdoor ground, and controlled laboratory environmental effects on composites were also determined. Effects of moisture absorption, ultraviolet radiation, aircraft fuels and fluids, and sustained tensile stress are included. Critical parameters affecting the long term durability of composite materials are identified.

Dexter, H. B.↗
DOE OSTI2024

Evaluation of Composite Structural Materials for Heliostat Cost Reduction

Structures manufactured from steel comprise up to 40% of a CSP heliostat's cost. Composite structures represent a potential opportunity to reduce this cost. A reference heliostat structural model has been created with a reflector area of 25m 2 . The design, constructed of low-carbon steel, pro-vides baseline deflection and stiffness under a 21 m/s operating wind speeds. Wind loads on the tracker structure are determined for both operating and stow conditions. An established roster of suitable metal alternative materials is considered including: glass, basalt, and carbon reinforced polymer (GFRP, BFRP, and CFRP respectively). Three heliostat components are investigated: the pylon, torque tube, and the purlin-strut assembly. Composite material properties are substituted for those of steel, and the beams are re-sized to match the original steel components' deflection under given wind loads. Weight and cost changes resulting from this resizing are evaluated. It is found that GFRP and BFRP represent a 3X–6X cost premium for the same operating deflection character-istics as steel across all three investigated component classes; with weight reduction only achieved for the purlin-strut assembly. While CFRP components can achieve approximately 25–75% weight savings depending on the application, this comes with a 9X–14X cost increase over the steel base-line for tube-type structures and roughly 5X cost increase when replacing c-channel structures. This work does not rule out the possibility of cost savings when the heliostat design and kinematics to take advantage of composites' specific properties.

14 SOLAR ENERGY↗