Browse Topic: Nylon
This specification covers the requirements for nonperforated nylon paper base plastic honeycomb core material for aircraft structural applications, including exterior parts such as radio and radar antenna housings
This SAE Standard covers complete general and dimensional specifications for tube fittings of the spherical and flanged sleeve compression types for use in the piping of air brake systems on automotive vehicles. The spherical sleeve compression type Figures 1A to 5 and Tables 1 to 3 is intended for use with annealed copper alloy tubing per SAE J1149, Type 1. The flanged sleeve compression type Figures 6A to 11 and Tables 4 to 6 is intended for use with nylon tubing per SAE J844. It is not intended to restrict or preclude other designs of a tube fitting for use with SAE J844, air brake tubing. Performance requirements for SAE J844 are covered in SAE J1131. See SAE J1131 for the Performance Requirements of Reusable (Push to Connect) Fittings Intended for Use in Automotive Air Brake Systems. CAUTION: To assure satisfactory performance, tapered sleeve compression type fitting components (SAE J512) should not be intermixed with the spherical or flanged sleeve components, nor should the
The compatibilities of fuel system elastomers and plastics were evaluated for test fuels containing 16 vol.% isobutanol (iBu16) and 10 vol.% ethanol (E10). Elastomers included two fluorocarbons, four acrylonitrile butadiene rubbers (NBRs), and one type of fluorosilicone, neoprene, and epichlorohydrin/ethylene oxide. Plastic materials included four nylon grades, three polyamides, polytetrafluoroethylene (PTFE), polyvinylidene fluoride (PVDF), ethylene tetrafluoroethylene (ETFE), polyphenylene sulfide (PPS), high-density polyethylene (HDPE), polybutylene terephthalate (PBT), polyoxymethylene (POM), flexible polyvinylchloride (PVC), polyetherimide (PEI), polyetheretherketone (PEEK), and a phenol formaldehyde reinforced with glass fiber (GFPF). For each polymer material, the volume, mass, and hardness were measured before and after drying. Dynamic mechanical analysis (DMA) measurements were also performed on the dried specimens. For the elastomer materials the measured properties were
In recent years, the emerging technology competitions in automotive industry are improving engine efficiency and electronizing for coping with stringent fuel-economy regulations. However, fuel-economy technologies such as engine down-sizing and numerous electronic parts entrust burden plastic materials acing as mainly electric insulation and housing to have to be higher performance, especially temperature endurance. Engineering plastics (EPs) have critical limitations in terms of degradation by heat. Heat-resisting additives in EP are generally used to be anti-degradation as activating non-radical decomposition of peroxide. However, it could not be effective way to impede the degradation in long term heat aging over 1,000 hours at high temperature above 180 °C. In this study, we suggested the new solution called ‘shield effect’ that is purposeful oxidation at the surface and local crystallization of EP to stop prevent penetrating oxygen to inside of that. Ethylene diamine tetra acetic
The guarantee of long-term reliability of cars is becoming increasingly important in society. It is extremely important to confirm whether the condition of the accelerated deterioration test (for evaluating long-term reliability) is reasonable with respect to recent use environment conditions. In this paper, we propose how to promote degradation test conditions to guarantee the function of parts (resin materials of interior parts) exposed over a long period of time to a severe temperature environment inside the car. Heat-resisting grade nylon 66 fiber (hereinafter referred to as H-PA 66), which is a constituent material of parts requiring long-term reliability, was used as a specific resin material. High-temperature accelerated deterioration test of H-PA 66 fiber was carried out to obtain the time (hereinafter referred to as 90% strength time,) during which the tensile strength retention rate decreased to 90%. The relationship between this high temperature accelerated deterioration
The compatibility of key fuel system infrastructure plastics with 39 bio-blendstock fuel candidates was examined using Hansen solubility analysis. Fuel types included multiple alcohols, esters, ethers, ketones, alkenes and one alkane. These compounds were evaluated as neat molecules and as blends with the gasoline surrogate, dodecane, and a mix of dodecane and 10% ethanol (E10D). The plastics included polyphenylene sulfide (PPS), polyethylene terephthalate (PET), polytetrafluoroethylene (PTFE), polyvinylidene fluoride (PVDF), polyoxymethylene (POM), polybutylene terephthalate (PBT), polypropylene (PP), high density polyethylene (HDPE), along with several nylon grades. These materials have been rigorously studied with other fuel types, and their volume change results were found to correspond well with their predicted solubility levels. The compatibility was assessed using Hansen solubility parameters and in many instances peak solubility occurred for blends rather than the neat fuel
This SAE Standard covers complete general and dimensional specifications for tube fittings of the spherical and flanged sleeve compression types for use in the piping of air brake systems on automotive vehicles. The spherical sleeve compression type Figures 1A to 5 and Tables 1 to 3 is intended for use with annealed copper alloy tubing per SAE J1149, Type 1. The flanged sleeve compression type Figures 6A to 11 and Tables 4 to 6 is intended for use with nylon tubing per SAE J844. It is not intended to restrict or preclude other designs of a tube fitting for use with SAE J844, air brake tubing. Performance requirements for SAE J844 are covered in SAE J1131. See SAE J1131 for the Performance Requirements of Reusable (Push to Connect) Fittings Intended for Use in Automotive Air Brake Systems. CAUTION: To assure satisfactory performance, tapered sleeve compression type fitting components (SAE J512) should not be intermixed with the spherical or flanged sleeve components, nor should the
This SAE Recommended Practice provides a system for classification and specification for limited number of polyamides (nylons) used in the Automotive Industry. Based upon ASTM D 4066, Classification System for Nylon Injection and Extrusion Materials (PA), it calls for additional descriptive characteristics and properties commonly used in the Automotive Industry. This document applies to natural and non-color matched black, heat-stabilized polyamide compounds only. Color matched compounds shall be defined by the proprietary OEM standards. This document allows for the use of recycled, reconstituted, and regrind materials provided that the requirements as stated in this document are met, the material has not been altered or modified to change its suitability for safe processing and use, and the material shall be identified as such
Traditionally, Knee Air Bag (KAB) is constructed of a woven nylon or polyester fabric. Recently, Ford developed an injection molded air bag system for the passenger side called Active Glove Box (AGB). This system integrates a plastic bladder welded between the glove box outer and inner doors. This new system is smaller and lighter, thus improving the roominess and other creature comforts inside the passenger cabin while providing equivalent restraint performance as traditional knee airbag system. This patented technology allows positioning of airbags in new locations within the vehicle, thus giving more freedom to designers. The first application of this technology was standard equipment on the 2015 Ford Mustang. Given that this technology is first in the industry, it was a challenge to design, test and evaluate the performance of the system as there is no benchmark to compare this technology. A CAE driven design methodology was chosen to overcome this challenge. This method gave
Microalgae as feedstock are the potential third generation biofuels. Microalgae are photosynthetic microorganism which requires light, carbon-di-oxide, nitrogen, phosphorous, and potassium for growth and to produce lipids, proteins and carbohydrates in large amounts over short a periods of time. The production of biofuels from microalgal is a viable alternative due to their easy adaptability to growth conditions, possibility of growing biomass either in fresh or marine waters. Hence the current project was designed to elucidate the biodiesel producing ability of blue-green algae such as Spirulina platensis and Green algae Chlorella vulgaris. The selected algae were cultivated in suitable growth media such as modified Zarrouke medium and bold basal medium, respectively. The Spirulina platensis and Chlorella vulgaris were mass cultured for 8 days then harvested using 50 micron nylon filters and dried in sunlight to obtain dry biomass. The dried microalgal biomass was extracted for bio
Samples of 33% glass filled and unfilled poly(butylene terephthalate) [PBT] and nylon 66 (PA66) were injection molded into bars,which were immersed in common engine and powertrain fluids: antifreeze, motor oil and automatic transmission fluid for 25 days. Fluid uptake was measured at 1, 7, 18, and 25 days by gravimetry. Both PBT samples absorbed 0.2-0.25% antifreeze and 0.05 - 0.10% motor oil and automatic transmission fluid (ATF). Both DSC and DMA analysis showed no disruption of polymer thermal transitions or storage moduli. The glass filled PA66 sample absorbed 2.5% antifreeze and 0.25-0.3% of motor oil and ATF and showed an 80°C reduction in the tan delta maximum on DMA. The unfilled PA66 sample absorbed 7% antifreeze and 0.2-0.3% of motor oil and ATF also showed a tan delta maximum 80°C less than the unexposed control. Creep analysis was conducted on the unfilled nylon sample and compared to a virgin material. The softer antifreeze-exposed sample had the expected higher
Creation of a structural joint for a heat shield for extreme entry environments requires structural fibers penetrating through the thickness of the shield at joint locations. The structural fibers must be made of carbon to withstand extremely high temperatures, i.e. 2000 ºC. Carbon fibers, due to their relatively high modulus (stiffness), are easily damaged and broken when handled by a conventional sewing machine. Special coatings such as nylon are required to increase the durability of the fiber to enable its use in a sewing or tufting process
The compatibility of plastic materials used in fuel storage and dispensing applications was determined for an off-highway diesel fuel and a blend containing 20% bio-oil (Bio20) derived from a fast pyrolysis process. Bio20 is not to be confused with B20, which is a diesel blend containing 20% biodiesel. The feedstock, processing, and chemistry of biodiesel are markedly different from bio-oil. Plastic materials included those identified for use as seals, coatings, piping and fiberglass resins, but many are also used in vehicle fueling systems. The plastic specimens were exposed to the two fuel types for 16 weeks at 60°C. After measuring the wetted volume and hardness, the specimens were dried for 65 hours at 60°C and then remeasured to determine extent of property change. A solubility analysis was performed to better understand the performance of plastic materials in fuel blends composed of bio-oil and diesel. All of the plastic materials evaluated in this study exhibited higher
The compatibility of plastic materials used in fuel storage and dispensing applications was determined for a test fuel representing gasoline blended with 10% ethanol. Prior investigations were performed on gasoline fuels containing 25, 50 and 85% ethanol, but the knowledge gap existing from 0 to 25% ethanol precluded accurate compatibility assessment of low level blends, especially for the current E10 fuel (gasoline containing 10% ethanol) used in most filling stations, and the recently accepted E15 fuel blend (gasoline blended with up to15% ethanol). For the majority of the plastic materials evaluated in this study, the wet volume swell (which is the parameter most commonly used to assess compatibility) was higher for fuels containing 25% ethanol, while the volume swell accompanying E10 was much lower. However, several materials, such as polyvinylidene fluoride (PVDF), fiberglass resins, and the polyethylene terephthalate co-polymer (PETG) exhibited similar volume expansions with both
The compatibility of plastic materials used in gasoline storage and dispensing applications was determined for test fuels representing neat gasoline (Fuel C), and blends containing 25% ethanol (CE25a), 16% isobutanol (CiBu16a), and 24% isobutanol (CiBu24a). A solubility analysis was also performed and compared to the volume swell results obtained from the test fuel exposures. The plastic specimens were exposed to each test fuel for16 weeks at 60°C. After measuring the wetted volume and hardness, the specimens were dried for 65 hours at 60°C and then remeasured for volume and hardness. Dynamic mechanical analysis (DMA), which measures the storage modulus as a function of temperature, was also performed on the dried specimens to determine the temperature associated with the onset of the glass-to-rubber transition (Tg). For many of the plastic materials, the solubility analysis was able to predict the relative volume swell for each test fuel. Those plastic materials commonly used as
The American Chemistry Council sponsored program to optimize a specimen design for use in high strain rate testing of long fiber-reinforced thermoplastics (LFRT) was experimentally validated through testing of injection molded long glass-filled polypropylene (LGFPP) and long glass filled Nylon ® (Nylon). It was demonstrated that the dynamic specimen geometry generated valid results for LFRT tensile tests in the quasi-static through 400/s regime. Optimum specimen size depended on the maximum test rates and end use of the data. The program results provide a basis to select specimen parameters to appropriately represent LFRT or similar materials for comparison or material property testing. Tests established the effects of injection technique; strain rate (nominal 0.1/s to 400/s); fiber fill content (20wt%, 30wt%, 40wt%), specimen type and width, panel thickness, distance to the fill gate, flow orientation, and material homogeneity. Not all variables were tested using material from both
Changes in the automotive supply chain over the past several years were brought about by global economic pressures, and forced some materials into tight supply as the industry started its recovery. One such material is polyamide 6,6 fiber (PA 6,6) used for airbags, which was in tight supply in 2008-09. This, with the availability of new low temperature inflators caused some airbag module manufacturers to revisit the use of polyester (PET), which had been used sporadically and in small quantities since the 1970s, although the overwhelming majority of airbags used PA 6,6. Over the last several years PET has been adopted for use in a small number of airbag programs to reduce supply concerns, but this use has come with performance tradeoffs of higher weight, lower tear and seam properties, and other changes. Still, the lower polymer cost of PET has driven a wider evaluation. Polyamide 6,6 and polyester are not equivalent fibers, and differences in thermal capacity, toughness, modulus, and
The thermal efficiency of an internal combustion engine at steady state temperatures is typically in the region of 25-35%[1]. In a cold start situation, this reduces to be between 10% and 20% [2]. A significant contributor to the reduced efficiency is poor performance by the engine lubricant. Sub optimal viscosity resulting from cold temperatures leads to poor lubrication and a subsequent increase in friction and fuel consumption. Typically, the engine lubricant takes approximately twenty minutes [3] to reach steady state temperatures. Therefore, if the lubricant can reach its steady state operating temperature sooner, the engine's thermal efficiency will be improved. It is hypothesised that, by decoupling the lubricant from the thermal mass of the surrounding engine architecture, it is possible to reduce the thermal energy loss from the lubricant to the surrounding metal structure in the initial stages of warm-up. Using a bespoke oil flow rig described in the methodology section of
The use of acoustic cavity fillers or “baffles” to prevent the propagation of air borne and structure borne noise, water and dust into the interior spaces of vehicle structures has been in practice for many years. Continuous development of new OEM requirements has pushed the state of the art concerning the design and functionality of these cavity sealing systems. Various technologies are available to OEMs to provide sealing that will prevent water and dust penetration, maximize performance of vehicle HVAC systems, and minimize the propagation of noise from the body structure into the interior compartment under operating conditions. Generally, three types of cavity sealing systems are available: pre-formed thermoplastic-based systems that incorporate a heat reactive thermoplastic sealer applied to a nylon or steel “carrier” for attachment to the body structure; heat reactive rubber-based sealer systems that incorporate a carrier, push pin or pressure sensitive adhesive layer for
A resin coating was applied to a piston skirt for use in an internal combustion engine to reduce the frictional resistance on its surface. The purpose of the authors' study was to observe the change in surface states with the addition of nylon and graphite to the coating as solid lubricant particles in order to investigate the tribological properties of the surface. The authors observed self-formed microdimples on the resin surface when nylon particles were added to the polyamide-imide (PAI) coating material. These microdimples functioned as oil reservoirs similar in size to the nylon particles. The authors used PAI as a binder, and graphite particles (5 μm) and two different grades (5 and 10 μm) of nylon-12 particles as additives. These materials were mixed in a solvent, and an aluminum test sample was coated. The test sample was then heated in an oven to cure the PAI. Next, the texture of the surface was observed. The tribological properties were measured with a ball-on-disk
This SAE Standard covers complete general and dimensional specifications for tube fittings of the spherical and flanged sleeve compression types for use in the piping of air brake systems on automotive vehicles. The spherical sleeve compression type Figures 1A to 5 and Tables 1 to 3 is intended for use with annealed copper alloy tubing per SAE J1149, Type 1. The flanged sleeve compression type Figures 6A to 11 and Tables 4 to 6 is intended for use with nylon tubing per SAE J844. It is not intended to restrict or preclude other designs of a tube fitting for use with SAE J844, air brake tubing. Performance requirements for SAE J844 are covered in SAE J1131. See SAE J1131 for the Performance Requirements of Reusable (Push to Connect) Fittings Intended for Use in Automotive Air Brake Systems. CAUTION: To assure satisfactory performance, tapered sleeve compression type fitting components (SAE J512) should not be intermixed with the spherical or flanged sleeve components, nor should the
Heat management with common textiles such as nylon and spandex is hindered by the poor thermal conductivity from the skin surface to cooling surfaces. This innovation showed marked improvement in thermal conductivity of the individual fibers and tubing, as well as components assembled from them
The material defined by this SAE document is an impact modified, heat stabilized, 66 nylon reinforced with glass fibers. This material is for use in dust shields for hydraulic disc brakes. NOTE—The applicability of a plastic dust shield must be evaluated for each individual brake system. Its use with solid rotors and/or high performance brake systems is not recommended
The growing use of bio-based fuels today has created new performance and design considerations for high-performance polyamides used in a range of automotive fuel components such as fuel rails, diesel fuel filter housings, fuel sender units, flanges, fuel connectors, and quick connectors. During the material selection process, engineers need to take into account not only the basic tenets of metal-to-plastic conversion, but also the type of fuel and its impact on the performance of the materials. Conventional gasoline is being modified with aliphatic alcohols such as ethanol and methanol. In the U.S., the percentage of alcohol ranges up to 85% (E85) while in Brazil the usage of 100% ethanol (E100) is typical. Also, diesel fuel can be replaced by 100% of biodiesel sourced from sustainable resources such as soy, rape seed, sugar cane, and animal grease. In Brazil, B100 biodiesel (100% biodiesel content) isn't ready for commercial use. Currently, B5 (5% biodiesel content) is regulated for
More than twenty years have passed since we invented polymer-clay nanocomposites (PCN), in which only a few wt.-% of silicate is randomly and homogeneously dispersed in the polymer matrix. When molded, these nanocomposites show superior properties compared to pristine polymers such as tensile strength, tensile modulus, heat distortion temperature, gas barrier property, and so on. The number of papers on PCN has increased rapidly in recent years, reaching over 500 only in 2005. As the pioneers of the new technology, we will review its history highlighting our works. Epoch-making events of PCN are as follows: In 1985, The first PCN, nylon 6-clay hybrid (NCH), was invented. In 1987, NCH was first presented at the ACS Fall Meetings. In 1989, NCH was presented at the MRS Fall Meetings, firing PCN. In 1989, Toyota launched cars equipped with a NCH part. In 1996, Clay was found to cause a memory effect in liquid crystals. In 1997, Gilman of NIST et al. found revolutionary fire retardency in
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