MECHANICAL STUDY OF DIRECT LONG FIBER THERMOPLASTIC CARBON/POLYAMIDE 6 AND ITS RELATIONS TO PROCESSING PARAMETERS
MECHANICAL STUDY OF DIRECT LONG FIBER THERMOPLASTIC CARBON/POLYAMIDE 6 AND ITS RELATIONS TO PROCESSING PARAMETERS
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直接长纤维热塑性碳/聚酰胺6的力学研究及其与加工参数的关系
DOI：
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发表时间：
2014
期刊：
影响因子：
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通讯作者：
F. Henning
中科院分区：
文献类型：
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作者：
K. Rohan;T. McDonough;V. Ugresic;Eva Potyra;F. Henning
使用玻璃纤维直接制造长纤维热塑性塑料(DLFT)已经使用多年，为各种汽车零部件提供了稳定的平台。随着减轻重量和提高性能的持续目标，改用Carbon-DLFT为当前技术提供了一个可行的替代方案。然而，作为增强纤维的碳目前还没有商业化，因为缺乏对加工、纤维长度保留率和成本的优化。随着汽车技术的进步和碳纤维价格的下降，Carbon-DLFT将提供一条提高性能的途径。Zoltek Corporation和西方的Fraunhofer项目中心共同研究了压缩模压DLFT的加工响应，并对汽车半结构应用中使用的多种制造参数的影响进行了机械量化。重点研究了碳化聚酰胺6(C/PA6)DLFT的力学性能和物理化学性能，考察了纤维加入量、增塑剂放置、螺杆转速等制造工艺参数对力学性能和物化性能的影响。这项研究的目的是通过利用现有的设备进行微小的修改，努力实现玻璃纤维的下拉式更换，从而提高性能和减轻重量，从而更好地了解碳/尼龙6 DLFT。背景材料聚合物纤维复合材料的利用是汽车零部件轻量化的一种创新策略。部分重量的减轻反过来又减少了遵守环境法规所需的燃料消耗和二氧化碳排放。通过聚合物和纤维的不同组合，可以为广泛的汽车应用开发有用的材料组合(1)(2)。由于具有良好的加工性、耐有机溶剂性和疏水性，聚丙烯是一种常见的基质材料。然而，与工程热塑性塑料相比，它的机械性能和使用温度相对较低(3)。用PP取代聚酰胺等工程热塑性塑料往往会改善复合材料的常见设计性能、强度、冲击和弹性。然而，加工PA的问题是更高的加工温度；更高的粘度；氧化敏感性；更高的吸水率；以及更多的纤维断裂(4)。碳纤维因其良好的性能(特别是高强度和高刚性)和低密度而获得动力(5)。为了使碳纤维易于用于汽车应用，需要开发和优化具有大批量能力的低成本和可重复制造技术(6)。此外，在使用混合材料和选择性加固概念的地方，需要加强设计诀窍(5)。
Direct long fiber thermoplastic (DLFT) manufacturing using glass fibers has been in use for many years and provides a stable platform for a variety of automotive parts. With the continued goal of decreasing weight and increasing performance, switching to carbon-DLFT offers a viable alternative to the current technology. However, carbon as a reinforcement fiber is not currently commercialized due to a lack of optimization of processing, fiber length retention, and cost. As automotive technology advances and carbon fiber prices drop, carbon-DLFT will provide a route to increased performance. A joint effort between Zoltek Corporation and Fraunhofer Project Centre at Western studied processing responses of compression molded DLFT and mechanically quantified the effect of multiple manufacturing parameters for use in automotive semi-structural applications. Mechanical performance and physiochemical qualities of carbonpolyamide 6 (carbon/PA6) DLFT were investigatedparticularly as they relate to fiber loading, plastificate placement, screw speed, and other manufacturing processing parameters. This research aims to provide a better understanding of carbon/PA6 DLFT by striving towards dropin replacement of glass fibers for increased performance and weight reduction utilizing currently available equipment with minor modifications. Introduction and Background Materials Selection Utilization of polymer-fiber composites is an innovative strategy for weight reduction of automotive parts. Part weight reduction in turn decreases the fuel consumption and CO2 emissions required to comply with environmental regulations. Through different combinations of polymers and fibers, useful material combinations can be developed for a wide range of automotive applications (1) (2). Polypropylene is a common matrix material because of its good processability; resistance to organic solvents; and hydrophobic quality. However, it has relatively lower mechanical properties and service temperatures when compared to engineered thermoplastics (3). Substituting PP for an engineered thermoplastic such as a polyamide tends to improve the common desired design properties of the composite, strength, impact, and modulus. However, concerns with processing PA are the higher processing temperatures; higher viscosities; oxidation-sensitivity; higher water absorption; and increased fiber breakup (4). Carbon fibers are gaining momentum due to their good properties (particularly their high strength and stiffness) and low density (5). In order for carbon fibers to be readily utilized in automotive application, low cost and repeatable manufacturing technologies with high volume capability need to be developed and optimized (6). Furthermore, the design know-how needs to be strengthened where hybrid material and selective reinforcement concepts are utilized (5).