Although the performance of lithium-ion batteries (LIBs) have been remarkably improved in the past decades, there is a big risk in the use of this type of battery: they can catch fire when they are subjected to abuse. Researchers from Stanford University have developed a nanocomposite material which can be included into the electrodes in order to prevent the explosion of the battery.
To perform in an efficient way, LIBs require operation conditions which are within a specific range of current density, voltage and temperature. Nevertheless, when they are subjected to abuse conditions, exothermic reactions can take place, leading to a fast increase in internal temperature and pressure. What does it mean? Well, our battery is likely to explode!
Current LIBs include external sensors to prevent overheating and overpressure but, unfortunately, temperature and pressure inside the cells can actually increase much faster than they can be detected by those external sensors. Because of that, several alternatives have been developed in order to include internal components to solve the problem. For example, ceramic coating has been proven to be an effective way to shut down the battery and improving the thermal tolerance. However, after the battery is shut down, it cannot be used again. Using solid-state electrolytes can be another option, but the overall performance of the battery is decreased due to their low ionic conductivity. Read more
A while ago, I wrote a simple document for undergraduates in order to explain that composite materials can fail in different ways. This was created as a high level document which could be used to find useful references with regards to failure modes, basic failure criteria and damage propagation models. I wanted to share this with you in case you are new in this field or just if you simply want to learn some basics of composites!
A composite can be defined as a material which is composed of two or more constituents of different chemical properties, with resultant properties different to those of the individual components. They usually consist of a continuous phase (matrix) and a distributed phase (reinforcement). These reinforcements can be fibrous, particulate or lamellar and they are usually stiff and strong, so that they are responsible for providing the stiffness and the strength of the composite. On the other hand, the matrix provides shear strength, toughness and resistance to the environment.
Fibre reinforced composites are considered as the strongest and sometimes also the stiffest, due to:
- Alignment of molecules or structural elements.
- Very fine structures.
- Elimination of defects.
- Unique structures.
- Statistical factors.
With regards to fibre reinforced composite materials, their main failure modes are:
- Fibre failure induced by tension in fibre direction.
- Fibre failure induced by compression in fibre direction.
- Matrix fracture induced by tension.
- Matrix fracture induced by compression.
It is remarkable that fibre failure typically caused composite failure, whereas matrix failure may not cause the same drastic effect. Read more
After a relatively long period of instabilities, the Spanish composite manufacturer Carbures is raising again. This is really good news for the Spanish industry and for all those engineers who are interested in this kind of advanced material.
It’s just been made public that in 2016 Carbures reached their historic record in terms of the production of aircraft components made of composite materials. As a matter of fact, their production has increased 16.2% with respect to 2015, manufacturing a total of 45,695 aircraft parts. Therefore, we can say that Carbures have returned to the place where they belong: being one of the top composite manufacturers for the European aerospace and defence sectors.
For those who don’t know the company, they produce structures for quite a few members of the Airbus fleet. For instance, some of the civil airplanes which use their components are: A320, A320NEO, A330, A340, A350 or even the impressive A380. In addition, they also contribute to the military sector (e.g. A400M). The parts which are manufactured by Carbures include from lids of the oil tanks of the engine to parts of the fuselage. Read more
The use of carbon fibre reinforced polymers (CFRP) is increasing every day. This type of material have been used in aerospace and automotive industries (amongst others) for years, but now the cost of manufacturing components made of carbon fibre is becoming more accessible for mass production and more companies are introducing CFRP parts in their products because of their good mechanical properties, energy absorption capability and low weight. However, since a large increment in the production is observed, companies need to be aware of the different recycling techniques that are currently available for these materials.
Nowadays there are different ways to recycle composite materials and some of them are more developed than others. However, the use of recycled carbon fibres (rCF) is not that common in industry, mainly because of the lack of confidence in their performance when compared to virgin carbon fibres (vCF). In addition, there is a clear disadvantage: rCFs cannot be used for the same applications as what they were originally designed for. Because of this, I want to introduce some of the recycling techniques which are currently available for composites.
Those of you who work with composite materials will be familiar with the Classic Laminate Theory. According to this theory, from the properties of the material, the stiffness matrix can be easily obtained. Then, using very tedious expressions, the coefficients of the reduced stiffness matrix can be calculated. The thing is that, based on my own experience, those expressions are introduced without any explanation, so most of the people just use them, ignoring where they come from. So, if you’re curious or you just want to understand a bit more about this theory, keep reading this post!
The first thing that we have to consider is the rotation of our coordinate system . We need to know how to express our new coordinate system in terms of the original one. Following Figure 1 and using basic trigonometry, the relationship can be found.
Figure 1 Rotation of the original coordinate system
When using Finite Element Analysis (FEA) for studying composite materials, one of the most used failure criterion is the one which was proposed by Hashin in 1980. This theory is included in all the main FEA packages and, probably, you are more than familiar with this particular model. However, what you might not know is that the failure criteria that you are defining is not exactly the Hashin’s one. If you want to know why, this is your place.
Since the available failure criteria at that point presented some inconsistencies, in 1980 Hashin developed a new criteria which differentiated between failure modes. His theory considered four different ways in which the material could fail:
Failure criteria for composite materials are usually classified in two categories: non-interactive and interactive theories. In literature, you can find that the main non-interactive failure criteria are the Maximum Stress Theory and the Maximum Strain Theory. However, one question arises: is the second one a non-interactive theory in reality? Let’s figure it out.
To begin with, a non-interactive failure criterion is that one which only takes into account the effect of one stress or strain component for each failure condition. In other words, it does not consider any interaction between the different components. For example, the Maximum Stress Theory considers that the material fails when one of the stress components reaches a maximum value. Hence, considering a sample loaded in tension:
Where subindex 1 refers to the fibre direction and 2 corresponds to the transverse direction. When the stress reaches the limit value (measured experimentally under uniaxial stress conditions), the material fails. It is clear how in that failure criterion only one stress component is considered for each condition.