![]() We have seen 2K and highly reactive epoxy resins used in the manufacture of wind blades and automotive structures. “By using a 2-component (2K) epoxy system, you remove these constraints. “Just like with prepreg, the 1K systems for RTM and infusion in aerospace must be kept cold and have a limited shelf life,” says Rivière. Today, we only have sensors before the mix head, showing how much resin and how much hardener are metered into the mix. So, this means measurements of the two components just prior to mixing and of the resin after mixing. Both are needed for Airbus qualification of a new material. “This QA requires detection of the mixing ratio and the mixed resin quality. “One issue, however, is that quality assurance (QA) will transfer from the resin supplier to the parts manufacturer. Thus, advantages of 2K systems include elimination of this expense as well as higher reactivity for faster processing.” Premixed 1K systems require cold shipment and storage to prevent reaction until part processing. “Now we are considering 2K systems, but the challenge is to ensure the mixing quality,” he explains. “Schiller observes that all previous RTM aircraft structures have only used 1K systems mixed by the supplier, who then certifies the mixture and bears the liability for making sure the resin meets qualification requirements. In my article “HP-RTM for serial production of cost-effective CFRP aerostructures”, I discussed the issue of using 2-component (2K) epoxy resins versus the current norm of using premixed, 1-component (1K) systems: ![]() The programs at Alpex and CTC are focused on exploiting the automation, fast injection and 15- to 20-minute cycle times offered by high-pressure RTM (HP-RTM). However, RTM in aerospace applications has traditionally been a low-pressure process with cycle times measured in hours. Matrix Composites produced more than 6,000 components for the F-22 using RTM.Demonstration A320 multispar flap (Airbus Bremen).Demonstration A350 passenger door (Elbit Cyclone). ![]()
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