Blanco et al 2022a - Revision history

Materiales.Compuestos at 20:13, 12 December 2022

2022-12-12T20:13:54Z

Materiales.Compuestos at 20:12, 12 December 2022

2022-12-12T20:12:28Z

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Scipediacontent at 17:38, 7 May 2022

2022-05-07T17:38:44Z

Scipediacontent at 17:35, 7 May 2022

2022-05-07T17:35:36Z

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Scipediacontent: Scipediacontent moved page Draft Content 128259539 to Blanco et al 2022a

2022-03-31T19:37:50Z

Scipediacontent moved page Draft Content 128259539 to Blanco et al 2022a

Scipediacontent: Created page with "== Abstract == MAYA aims at developing innovative manufacturing routes integrating standard thermoplastic processes (such as injection moulding) and additive manufacturing to..."

2022-03-31T19:37:47Z

Created page with "== Abstract == MAYA aims at developing innovative manufacturing routes integrating standard thermoplastic processes (such as injection moulding) and additive manufacturing to..."

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== Abstract ==

MAYA aims at developing innovative manufacturing routes integrating standard thermoplastic processes (such as injection moulding) and additive manufacturing to produce fuselage composite lining panels. These panels basically consist on sandwich structures with sheets reinforced with fibre-glass hold to the aircraft frame by a set of brackets. The high productivity rate of thermoplastic injection moulding associated to the design freedom of 3D printing will lead to an enhancement of the manufacturing process of the panel-bracket assembly resulting in lighter and less expensive panels with improved overall performance. The work carried out by the research group AMADE focuses on the experimental analysis for interface characterisation, material selection and validation of designs. The first stage of the experimental campaign includes the initial characterisation of the interface bonding of dissimilar materials with different thicknesses obtained by direct 3D printing on the composite skin or by using adhesives under mode I, static and fatigue, and mode II, static, to obtain the best material candidates and design properties. The second part of the work is based on the experimental analysis of the union between the composite skin and small-scale brackets under pull-out and shear-out conditions. Lastly, the final designs of the brackets, both for injection moulding and additive manufacturing, and the corresponding interface bonding with the sandwich panels are validated in large-scale tests under static and fatigue conditions simulating the in-use forces applied to the panels. In this work, the characterisation of the interface bonding of dissimilar materials is presented.

== Full document ==
<pdf>Media:Draft_Content_128259539native-articles-538.pdf</pdf>

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-<span style="text-align: center; font-size: 75%;">'''Figure 6.''' </span>Schema of the analysis data of the mode I fatigue crack onset tests<span style="text-align: center; font-size: 75%;">.</span></div>
+<span style="text-align: center; font-size: 75%;">'''Figure 6.'''Schema of the analysis data of the mode I fatigue crack onset tests.</span></div>
 ==='''3.4''' Specimen design===
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-<span style="text-align: center; font-size: 75%;">'''Figure 7.''' </span>Example of a 3D printed specimen (D-AM).</div>
+<span style="text-align: center; font-size: 75%;">'''Figure 7.''' Example of a 3D printed specimen (D-AM).</span></div>
 Generally, performing fracture tests on specimens with two different materials will have the following consequences if the design of the specimen is not properly done:
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   [[Image:Blanco_et_al_2022a-image22-c.jpeg|600px]] </div>
-<span style="text-align: center; font-size: 75%;">'''Figure 15.''' Example of a fracture surface after testing with a D-AM PC/PC DCB specimen (specimen number 20-2225).</span>
+<div class="center" style="width: auto; margin-left: auto; margin-right: auto;">
 <div class="center" style="width: auto; margin-left: auto; margin-right: auto;">
   [[Image:Blanco_et_al_2022a-image23-c.jpeg|600px]] </div>
-<span style="text-align: center; font-size: 75%;">'''Figure 16.''' Example of a fracture surface after testing with a D-AM PEI/PC DCB specimen (specimen number 20-2255).</span>
+<div class="center" style="width: auto; margin-left: auto; margin-right: auto;">
 ====4.1.2 AM specimens====

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 Nowadays, lining panels for aircraft cabin interior are normally produced using honeycomb panels with glass-fibre reinforced sheets with thermoset resins. All the attachments or fittings have to be adhesively bonded afterwards. Because of the necessary curing process for the thermoset matrix, the productivity ratio of these panels is low. Moreover, these panels present an unbalanced Life Cycle Analysis and substitution materials and processes are welcome. To overcome these limitations, the use of glass-fibre reinforced thermoplastic (TP) sheets substituting the thermoset ones has been investigated within the frame of the Multifunctional Fuselage Demonstrator project (Clean Sky 2 programme, Figure 1). This opens the possibility to directly add the attachments to the shell of the lining panel directly by injection moulding or using additive manufacturing.
 <div class="center" style="width: auto; margin-left: auto; margin-right: auto;">
-  [[Image:Blanco_et_al_2022a-image5.PNG|600px]] </div>
+  [[Image:Blanco_et_al_2022a-image5.png]] </div>
 <div class="center" style="width: auto; margin-left: auto; margin-right: auto;">

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