Nouveaux Matériaux Légers pour Airframers
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Viking
Inscrit le 18/10/2006 |
# 12 février 2008 11:40 | |
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Pour les gens que la technologie Tape Layer interesse. http://techcon.ncms.org/Symposium2005/p ... 0Evans.pdf _________________ Merci de ne pas me citer ailleurs.... |
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Beochien
Inscrit le 13/02/2007 |
# 15 février 2008 18:11 | |
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Bonjour Des innovations intéressantes ... dans les plastocs .. primées ! http://www.aeromorning.com/en/news.php? ... numnews=25 JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 2 mars 2008 18:34 | |
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Bonjour Volvo avance pas à pas dans ses acquisitions technologiques !! Ils vont être incontournables dans beaucoup de développements ??? Volvo Aero (Stockholm, Sweden) has acquired composites manufacturer Applied Composites AB (ACAB, Linköping, Sweden), for an undisclosed purchase price. The acquisition, implemented on Dec. 10, 2007, makes ACAB a wholly owned subsidiary of Volvo Aero. Currently, there are no plans to change the name. Volvo Aero intends to immediately establish a new operation that will develop and manufacture certain selected aircraft engine components using composite materials, with the goal of lighter and more fuel-efficient engines that produce fewer emissions. JPRS paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 2 mars 2008 18:43 | |
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Bonsoir ! La techno des radomes en quartz Fiber de St Gobain pour le 787 !! Toujours pareil, ils annoncent tout cela comme une nouveauté fin 2007 alors que cela devrait être défini depuis 2 ou 3 ans !!  on se croirait en pleine phase de désign et contracting comme pour le A350 today !!http://www.compositesworld.com/hpc/issu ... ary/112402 Saint-Gobain Flight Structures (Ravenna, Ohio), a business unit of Saint-Gobain Performance Plastics, announced on Nov. 28, 2007, that it has signed a long-term contract with Spirit AeroSystems (Wichita, Kan.) to supply Norton high-performance radomes for the The Boeing Co.’s 787 Dreamliner. Saint-Gobain will deliver the nose radomes to Spirit AeroSystems for installation on the forward section of the 787 before the assembly is transported to Boeing’s 787 assembly plant in Seattle. Patrice Lallement, sales and marketing manager for Saint-Gobain Flight Structures, comments, “The Norton design provides … the 787 operator with the best weather radar performance and excellent service life.” The 787’s nose radome is 7 ft/2.2m in diameter and provides a protective, electromagnetically transparent cover for the weather radar and antennas located on the nose of the aircraft. “This is the largest quartz radome structure that Saint-Gobain has ever designed and manufactured for commercial aviation,” according to Dan Orwig, district sales manager for Saint-Gobain Flight Structures. Saint-Gobain introduced quartz/epoxy radomes to commercial aviation more than 15 years ago, he adds. The radome incorporates Saint-Gobain’s trademarked Quartzel quartz fibers. The added structural strength, good thermal performance and high radar transparency of quartz, according to Orwig, provide significant advantages over other materials. JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 2 mars 2008 18:53 | |
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Bonsoir Et Toray va augmenter sa capacité de ^production pour 2010, 24 000 tonnes par an ... de quoi faire 500 787 par an, celà devrait suffire !!! En gros ... ils resignent avec Boeing un nouvel accord plus conforme aux commandes enregistrées par le constructeur ....nouveau planning ??? aussi !! L'article : ------------------------------------ Toray Composites America’s (TCA, Tacoma, Wash.) carbon fiber prepreg manufacturing facility in Frederickson, Wash., could be in line for further expansion, if negotiations between The Boeing Co. (Seattle, Wash.) and Toray Industries Inc. (Tokyo, Japan), TCA’s parent company, bear fruit. TCA and Boeing are looking to expand their current $6 billion contract under which Toray supplies prepreg materials for Boeing’s 787 Dreamliner. Although the aircraft manufacturer has delayed delivery of the Dreamliner and the plane has yet to make its first flight, Boeing is committed to fast-track production, beginning in 2009 (see related news article, p. 14). David Manger, compliance manager at TCA, says the Frederickson facility completed its fourth expansion in 2005, followed by a fifth in December 2007. A sixth, he says, has been discussed before, but the certainty of Boeing’s future carbon fiber requirements now demands action: “It’s inevitable that we would expand.” If TCA’s prepreg facility is to increase output, its input must increase as well. Manger points out that Toray Carbon Fibers America Inc. (Decatur, Ala.), the supplier of raw carbon fiber for Boeing’s Frederickson facility, and other suppliers within the Toray group would have to expand output as well if the Boeing/Toray agreement is modified to meet Boeing’s accelerated production schedule. TCA’s Frederickson facility employs 454, and another 50 are being added as the fifth expansion comes on line. A sixth expansion, notes Manger, will consume the remaining land that TCA has available at its Frederickson site. Bloomberg News reported in December 2007 that Boeing’s Tokyo-based spokeswoman, Naoko Masuda, declined to comment on negotiations with Toray and said the planemaker doesn’t disclose monthly production rates of passenger jets. “Boeing considers its model production rates as proprietary information. We are working and having conversation with all of our partners, but we don’t provide details of these conversations,” said Seattle-based Boeing spokesman, Adam Morgan, in the Bloomberg report. As previously reported, Toray Industries already has plans in place to expand its annual production capacity of carbon fiber by 70 percent, and expects to have 24,000 metric tonnes (52.9 million lb) of nameplate capacity by 2010. The company is reportedly spending ¥55 billion ($497 million USD) to expand existing plants in Japan, the U.S. and France and is building a new facility in western Japan. JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 3 mars 2008 14:21 | |
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Bonjour Une petite re-visite des Al-Li Des liens ... http://www.metalwebnews.com/howto/alloys/alloys.pdf http://me.queensu.ca/courses/mech412/No ... ithium.doc Et le réservoir principal de la Navette, 2 modifs successives avec 2 types d'Al-Li trés convaicant ! http://www.nasa.gov/centers/marshall/pd ... weight.pdf Un résumé intéressant ! les 8 % de gain en densité, je n'y crois pas trop, ce sont des alliages que l'on ne mets pas partout, les 5% en moyenne oui, plus ce que l'on peut gagner sur les épaisseurs, car le matériel est plus résistant !! http://ezinearticles.com/?Introduction- ... ;id=950764 Al-Li is typically 3-5 times more expensive than other aluminum alloys due to the high cost of Lithium as well as high processing and handling costs. Al-Li alloys are typically used in the construction of aircraft wing edges and access covers. Military and space applications are also common as main wing boxes and main fuselage. Al-Li alloys should not be combined with some other aluminum alloys as there is a potential for explosive reactions. Et bien sure les futurs FML type Glare multicouches ... quand les problèmes des Al-Li en laminés trés mince seront résolus our le CentrAl de chez Delpht par exemple ! http://www.dtas2007.nl/userfiles/file/O ... nimann.pdf Comme je le crois, et le fait airbus pour le 350 , Les mélanges du meilleur matériau aux meilleurs endroits, risque de rapporter plus qu'une structure et une politique de désign monolythique !! Avis aux ayatollahs dela techno !! JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 5 mars 2008 12:27 | |
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Bonjour Les progrés à attendre sur les moteurs ! Vs les matériaux attendus en développement ! qq pages intéressantes ! http://www.aviationindustrygroup.com/in ... ormat=1851 JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 18 mars 2008 13:32 | |
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Bonjour QQ awards intéressants pour les fabrications en composites ! Cela semble plutôt Européen, mais les volets du 787 sont primés pour Hawker ... bien que Boeing aie semble t'il qq PB à résoudre pour lers faire marcher sur les ailes .... EADS, Eurocptère et les allemands dans le coup aussi ! http://www.jeccomposites.com/press-rele ... ation.html Category: AERONAUTICS & SPACE (4 entries short-listed) Winner: Resin-infused wing control surfaces for the Boeing 787, presented by Hawker de Havilland Aerospace Pty Ltd (AU), in partnership with Boeing Commercial Airplanes (USA), Boeing Phantom Works (USA), Spunfab Ltd (USA), Hexcel Reinforcements and Direct Processes Europe (FR). This is the first time that this type of infusion process has been used on a commercial aircraft at such a large scale. All of the parts have been redesigned to suit the chosen technique. New materials had to be developed, including medium-weight carbon fabrics using 12K fibre. The project covered North America, Australia, and Europe. It demonstrated that the choice of the Controlled Atmospheric Resin Infusion (CAPRI) process was a valid alternative to autoclave, eliminating the high pressure and temperatures previously required and reducing environmental impacts. The solution also allows the manufacture of complex, easy-to-repair parts, and easier management of raw materials in terms of handling and storage at ambient temperatures. Industrializing the CAPRI process took thirty months. The materials were approved in July 2006, and production of the first parts began in December 2006. The first set of assembled structures was delivered in June 2007 for the roll-out of the first 787. The certification process is ongoing and should be completed by the first flight in 2008. The process is designed for all of Boeing’s future aircraft programmes and derivatives. Finalists: Automated production line for the manufacture of composite preforms, especially for pultrusion application, presented by DLR Braunschweig (DE) with its partners Secar Technologies (AT) and EADS (France). The resulting H-section profiles are used to assemble membrane-shaped carbon fibre reinforced composite (CFRP) parts. The profiles also have to be made of CFRP to ensure compatible thermal expansion coefficients. The line can produce the preforms 10 to 100 times faster than the existing processes, resulting in significantly lower costs. The lower costs will benefit the aerospace industry, but may also be extended to other application markets with other types of preforms. Automated technology for the production of carbon-fibre preforms, by Eurocopter (DE) with its partners Aerostruktur Faserverbundtechnik GmbH (DE), Fischer (DE), University of Bayreuth (DE), University of Erlangen-Nuremberg Lehrstuhl für Kunststofftechnik (DE), Fraunhofer IIS (DE). The technology involves making preforms by stitching and thermobonding prefabricated reinforcements together. The objective is to lower the costs of manufacturing by resorting less to manual operations. The process uses advanced stitching methods and a new thermobonding process. All this is made possible by the use of multiaxial non crimp fabrics (NCF). The advantages of this solution are lower costs, reproducibility, and flexibility for creating complex shapes. Manufacturing of composite reinforcement frames for use in building an all-composite fuselage structure (composite skins), presented by Cytec Engineered Materials (USA), with Alenia Aeronautica (IT) and Cytec Engineered Materials (UK). Until now, metal fuselages have been reinforced with spars, requiring assembly with hundreds of rivets. For carbon composites, this type of assembly is no longer possible, giving rise to the idea of using curved frames for the different fuselage sections. The frames are made from pre-infused braids and unidirectional prepreg fabrics into complex sections. It was necessary to develop two materials: a triaxial curved braid and a resin film to impregnate the braid. The fuselage will consist of a series of frames of varying size. The transition from a metal fuselage to a composite one requires reinventing the procedures, materials and structures. This is the objective of the project. JPRS Paris _________________ JPRS |
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TRIM2
Inscrit le 29/04/2007 |
# 18 mars 2008 13:59 | |
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Bonjour à tous Béochien, J'étais au courant des allègements du réservoir central de la navette. Evidemment, un KG gagné = 1 Kg de plus sur même orbite ou même poids sur une orbite plus élevée. Il faut savoir qu'une navette avec 0 Kgs de payload ne peut atteindre que 1000 Kms d'altitude... Autre conséquence dramatique, les isolants ne tiennent plus bien sur le nouvel alliage,les morceaux se détachent, fracturant les zones qui sont exposées à près de 2000 ° C en rentrant, ce qui a provoqué le décès de 7 astronautes.. Et ils ne tiennent toujours pas bien La toute première action de l'équipage arrivant sur orbite est d'inspecter soigneusement toutes les parties sensibles 'Ailes, ventre..', de prendre des photos avec une résolution élevée et de les envoyer immédiatement à Houston pour analyses..( peut-on rentrer sans risques ?) On peut en déduire que ce dernier Super Alloy est moins isolant et que la colle idéale n'est pas encore trouvée. Cordialement. TRIM2 |
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Beochien
Inscrit le 13/02/2007 |
# 18 mars 2008 14:11 | |
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Bonjour Oui Trim, ils n'empotent pas grand chose dans la navette (Mais ça suffit) quand ils visitent Hubble ! JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 18 mars 2008 21:02 | |
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Bonsoir La LRI, liquid infusioon réesin une méthode qui débouche sur le SLIT Single Line Infusion Technology .. Pour les panneaux du A350 par exemple .... Ca vient d'Allemagne ... ils doivent se positionner !! Pour un full barrel, je ne crois pas que ça marche ! http://www.dlr.de/fa/Portaldata/17/Reso ... neberg.pdf Intéressant, 9 pages de PDF à lire ! JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 29 mars 2008 12:11 | |
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Bonjour ! Airbus en retard sur Boeing côté plastoc et CFRP .. Moi je ne crois pas .... En particulier pour les wing box !! Ils pourraient même donner un cours .... a qui A-380 DESIGN: *The A380 is the first commercial airliner with a central wing box made of carbon fibre reinforced plastic, and it is the first to have a wing cross-section that is smoothly contoured. Other commercial airliners have wings that are partitioned in sections. The flowing, continuous cross-section allows for maximum aerodynamic efficiency. et ...de composite world ..... Airbus A400M wing box is delivered By Staff | April 10, 2007 Airbus says the first center wing box for the A400M military transport aircraft has been delivered from the Airbus Nantes site in France to Seville in Spain, where it arrived on March 28. Deliveries of major structural sections for the first A400M military transport aircraft to the final assembly line in Seville, Spain, started at the end of 2006. An advanced composite structure, the center wing box connects to the outer wing sections and is the component that connects the wings to the fuselage. In addition, the center wing box is one of the fuel tanks of the A400M aircraft. Airbus says this part of the aircraft structure is capable of absorbing forces of more than 200 tonnes, which can be encountered during different phases of flight. Weight savings of more than 50 percent have been achieved in the center wing box thanks to carbon fiber composite components. Four center wing box structures are currently in production in the dedicated facility at the Airbus plant in Nantes, France. Firm orders for the A400M now stand at 192 aircraft. Et c'est Airbus qui le dit ... Another Airbus industry first is the extensive use of advanced lightweight materials, such as Carbon Fibre Reinforced Plastic (CFRP), for the large primary structures of the A380. Airbus has patented a new joining process for producing the world's first ever carbon-fibre composite centre wing-box for a commercial aircraft. Some 25 per cent of the A380 structure is made of composites, generating a total weight saving of 15 tonnes, which contributes to its low fuel consumption and low noise emissions. Nantes, one of four sites in France making up the centre of excellence nose and centre fuselage, specialises in manufacturing centre wing boxes for all Airbus aircraft. Nantes is a leader in the manufacture of structural parts in carbon fibre reinforced plastic, such as the keel beam for the A340-500/-600 and the centre wing box for the A380. Bon, c'est Latécoère qui va bientôt s'en occuper ... non ?? La techno des center wing box devrait rester à Nantes !! Et ils seront indépendants, donc ils pourront en fabriquer pour Boeing, juste au cas ou ils n'y arrivent pas sur le 787 !! JPRS Paris !! _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 29 mars 2008 12:45 | |
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Bonjour Dans 10 ans ... les carbone-plastics n'auront plus de PB électriques, shielding, foudre ect .. Et peut être des feuilles complètes, un (Des) nouveaux matériaux peuvent naître ... les câbles électriques en nanotubes carbone sont en route, bientôt des fibres, et des planches ... Le pionnier des nanotubes longs à un nom : Nanocomp ... Concord, USA http://www.nanocomptech.com/ A suivre, les nanotubes seront au minimum,au coeur des composites et peut être un jour un matériau à part entière !! ----------- Extraits ! Nanocomp Technologies produces 3-ft by 6-ft sheets of carbon nanotube material By Staff | February 26, 2008 Nanocomp Technologies, Inc. (Concord, N.H.) announced it has successfully produced 3-foot by 6-foot sheets of carbon nanotube material. This significant production milestone, the result of the company’s ongoing investment in nanotube growth technology and manufacturing capacity, gives Nanocomp the ability to generate the largest cohesive sheets of nanotube material ever produced. At the core of Nanocomp’s process is a breakthrough technology for continuous, high-volume output of millimeter-long, highly pure carbon nanotubes that efficiently conduct both heat and electricity. By bringing this technology to practice using proven, scalable industrial processes, Nanocomp can now produce sheets of material at contiguous sizes of tens of square feet. Nanocomp’s materials possess a unique combination of high strength-to-weight ratio, electrical and thermal conductivity, as well as flame resistance that exceeds those of many other advanced materials by orders of magnitude. The resulting material can be a valuable addition to such applications such as electromagnetic interference (EMI) shielding, electrical conductors, thermal dissipation solutions, lightning protection and advanced structural composites. Ca va intéresser le 787 tout cela ... mais faudra attendre un peu quand même ... http://www.compositesworld.com/news/cww ... y/cw112651 Et le Wiring, le câblage , pourrait passer au carbone ... Combien de Kg ou de tonnes de fil de cuivre dans un avion comme le A380 ?? Et dans le 787 ... Nanocomp Wins Air Force Grant to Make Carbon-Nanotube Wiring for Aircraft Neil Savage 3/26/08 You may remember a few weeks back, when Nanocomp Technologies of Concord, NH, announced that it was able to make what it called the world’s largest sheets of carbon nanotubes. Well, it seems like the folks at Slashdot weren’t the only ones intrigued by the technology. The Air Force has awarded the company a Small Business Innovation Grant to try and develop wires and cables made from carbon nanotubes. The Phase One grant is to study the feasibility of the concept. If it looks promising, further grants could follow. Even in today’s high-tech world, the main method of transporting electricity through a machine is good old-fashioned copper wire. But despite its excellent conductivity, copper has its downside when you’re flying across continents or launching things into orbit—weight. Nanocomp says that a third of the weight of a 15-ton satellite comes from copper wire, while a Boeing 747 has more than 135 miles of wire weighing two tons. If wires and cables made of carbon nanotubes were to replace all that copper, they could weigh as little as one fifth as much. Lighter weight, in turn, translates into a significant savings in the amount of fuel needed to hurl these things through the air. Nanocomp USA est leader, à suivre de prés, l'USAF ne s'y est pas trompé ! Avis aux airframers et aux weight-Ripouteurs !! Bon le combat ne sera pas CFRP vs Al-Li, il y aura beaucoup plus de monde dans la guerre des matériaux ... c'est mon avis de puis longtemps ... La méthode "Boeing 787", dépassée dans 10 ans (Si elle ne l'est pas déjà par le 350, on verra !)... bien possible !! JPRS Paris (Message édité par Beochien le 29/03/2008 12h55) _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 29 mars 2008 14:14 | |
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Bonjour A lire pour ceux que ça n'assomme pas Les graphènes c'est quoi ça ... une forme de nano-tube ouvert et mis à plat ... On commence à en parler, peut être un jour dans les freins, et pour ajouter de la résistance aux feuilles de carbone ... DFuji développe un mélange nano tubes / graphènes ... Les applications ... c'est encore loin ! ---------Extraits http://au.biz.yahoo.com/080303/44/1mtkp.html Et aussi ! http://www.fujitsu.com/global/news/pr/a ... 03-01.html Fujitsu Achieves Breakthrough with World's First New Carbon Nanotube Composite; Features Self-organizing Carbon Nanotubes and Graphene Monday March 3 7:34 PM Atsugi, Japan, Mar 3, 2008 - (JCN Newswire) - Fujitsu Laboratories Ltd. today announced the successful formation of a new nano-scale carbon composite featuring a self-organizing structure[1], by combining carbon nanotubes and graphene[2] which are both nano-scale carbon structures. The newly-discovered composite structure is synthesized at a temperature of 510 C, cooler than for conventional graphene formed at temperatures too high for electronic device applications, thereby paving the way for the feasible use of graphene as a material suitable for future practical use in electronic devices which are vulnerable to heat. Carbon nanotubes have properties including high thermal conductivity and high current-density tolerance[3], while graphene is known for its high electron mobility. Carbon nanostructures combining these two materials hold the promise of creating new potential for material research and applications. Details of this technology will be presented at the 34th Fullerene Nanotubes General Symposium to be held from March 3 to March 5 in Nagoya, Japan. --------------- Et encore Nanocomp ... http://www.xconomy.com/2008/02/22/new-h ... notubes/2/ Nanocomp has already been qualified as a vendor by Boeing, Lockheed Martin, and Northrop Grumman. The company is shipping evaluation quantities of its material to them and others for testing in various uses. Once Nanocomp gets to 100-square-foot sheets, the company will decide whether it wants to continue to scale up the size or to build more machines to ramp up production. Antoinette expects to have a pilot plant running by 2010, with full-scale production by 2012. The production process was developed by David Lashmore, a co-founder of Nanocomp and now chief technology officer. The other co-founder was Robert Dean, a former engineering professor at Dartmouth who started Synergy Innovations, a high-tech incubator in Lebanon, NH, where Lashmore was working when he and Antoinette met. They incorporated the company in June of 2004, initially funding it with their own money and a grant from the Office of Naval Research. The U.S. Army gave them a $2.5 million contract to develop carbon nanotubes as a material to strengthen body armor, and they’ve also received a Small Business Innovation Research grant from the Air Force. CEI Community Ventures of Portland, ME, provided a $1.5 million Series A financing round, and Antoinette is currently trying to raise $6 million in a Series B round. Commentaire en dessous / Unwrap a nanotube, and you have a sheet of graphene. If you could create a sandwich composite of graphene layers, of MxN sq.meters in area, then it would likely have more strength than nanotube mats, since all the bonds would be in the same plane. Graphene is more of a wonder material than nanotubes are, and would give higher-strength sheets. C'est dans les projets de voiles solaires .... Et une enveloppe solo .. Highly conductive nano-scaled graphene plate nanocomposites and products Publication Date: 07/12/2007 Document Type and Number: United States Patent 20070158618 Kind Code: A1 Abstract: Disclosed is a nano-composite material comprising fully separated nano-scaled graphene platelets (NGPs) dispersed in a matrix material, wherein each of the platelets comprises a sheet of graphite plane or multiple sheets of graphite plane and has a thickness no greater than 100 nm and the platelets have an average length, width, or diameter no greater than 500 nm. The graphene plates are present in an amount no less than 15% by weight based on the total weight of the platelets and the matrix material combined. Typically, the nanocomposite is electrically conductive with a bulk conductivity no less than 10 S/cm and more typically no less than 100 S/cm. Highly conductive NGP nanocomposites are particularly useful for fuel cell flow field plate (bipolar plate) and battery electrode applications. Nanocomposites with high NGP proportions can be used in automotive friction plates and aircraft brake components. http://www.freepatentsonline.com/70158618.html --------------------------------- Et en Français .. Salut , Souple comme une feuille de papier, dur comme le diamant... Des chercheurs de la Northwestern University ont élaboré un nouveau matériau, l'oxyde de graphène, qui peut être plié, froissé et, dans une certaine mesure, étiré. Mais, bien qu'aussi fin qu'une feuille de papier courante, ce nouveau matériau est extrêmement solide. Plus résistante que la plupart des matériaux, une feuille d'oxyde de graphène est très flexible Isolé en 2004, le graphène est constitué d'une feuille de graphite épaisse d'un atome seulement qui, non seulement possède des propriétés électroniques uniques, mais est également très solide. Il n'existe toutefois aucune façon connue de le produire en grande quantité, ce qui a, depuis, limité son développement potentiel. Un groupe de scientifiques conduits par Rodney Ruoff vient de découvrir que de grandes quantités de graphène oxydé peuvent cependant être tressées de sorte à produire une nouvelle sorte de "feuille de papier", plus rigide et plus solide que tout autre matériau de la même épaisseur. Matériel pour voiles solaires entre autres ... http://le-mystere-paranormal.xooit.com/ ... teriau.htm ------------------------------ Bon les prix, c'est pour rêver qq temps encore ... mais ça viendra ! Et on commence à voir de nombreux mélanges avec des Epoxy, point faible et poids lourd de tous les CFRP du monde ! La résine, ça pèse, ca n'apporte rien en résistance, et ça rempli tous les vides laissées par les fibres .... d'ou les surpoids .... des progrés aussi à rechercher sur les résines !! JPRS Paris (Message édité par Beochien le 29/03/2008 14h23) _________________ JPRS |
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Viking
Inscrit le 18/10/2006 |
# 2 avril 2008 15:04 | |
Bon je reviens des JEC. Ce salon reste toujours autant un salon de myto paranoiaques  . Beaucoup de démonstrateurs et peu d'industriel la dedans à part les résineux et les fibreux. On avance quand même vite dans le bon sens de gros pas de franchi au niveau maitrise des procédés et de la simulation. Bien sûr il est à remarquer que tout le monde essaye de se placer pour l'A350 XWB que se soit en dévelopement ou en industrialisation. Les francais partent de loin mais sont de très bons lobbyistes (par rapport aux germains) il reste à voir comment tout cela va finir. _________________ Merci de ne pas me citer ailleurs.... |
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