In this work, an attempt was made to improve the mechanical performance of glass fibre-reinforced polymer composites by adding multi-walled carbon nanotubes (MWCNT) and graphene nanoparticles (GNP) and their hybrid combination at different weight fractions (0.1 to 0.3%). Composite laminates with three different configurations (unidirectional [0°]₁₂, cross-ply [0°/90°]_3s, and angle-ply [±45°]_3s) were manufactured using the compression moulding method. Characterisation tests such as quasistatic compression, flexural, and interlaminar shear strength properties were carried out per ASTM standards. Failure analysis was carried out through optical and scanning electron microscopy (SEM). The experimental results showed a substantial enhancement with the 0.2% hybrid combination of MWCNTs, and GNPs showed 80% and 74% in the compressive strength and compressive modulus, respectively. Similarly, flexural strength, modulus, and interlaminar shear strength (ILSS) increased by 62%, 205%, and 298%, respectively, compared to neat glass/epoxy resin composite. Beyond the 0.2% of fillers, the properties started to degrade due to the agglomeration of MWCNTs/GNPs. The order of layups per mechanical performance was UD, followed by CP and AP.

This paper presented an experimental and numerical investigation on the low velocity impact response of thermoplastic hybrid composites reinforced with Kevlar/basalt fabrics. Two hybrid and one Kevlar homogeneous composite laminates were manufactured with polypropylene as a resin. In the hybrid composites, one hybrid composite (H-1) was manufactured with alternate stacking of four layers of basalt and four layers of Kevlar and the second hybrid composite (H-2) was manufactured with four Kevlar layers on front face and four basalt layers on back face. Low velocity impact tests were performed using a drop-weight impact equipment at three different energies (25 J, 50 J and 75 J). Among the two hybrid composites H-1 hybrid composite exhibited 15.58–20.79% and 13.47–20.47% improvement in the peak force and energy absorption, respectively, than the H-2 hybrid composite. The peak force and energy absorption of Kevlar homogeneous composite was also improved by 10.07–14.37% and 5.38–11.29%, respectively, due to hybridization. A three dimensional (3D) dynamic finite element software, Abaqus/Explicit, was implemented to simulate the experimental results of low velocity impact tests. A user-defined material subroutine (VUMAT) based on Chang-Chang linear-orthotropic damage model was implemented into the finite element code. The predictions from numerical simulation were found to be in good agreement with the experimental results.

The lack of well-developed repair techniques limits the use of thermoplastic composites in commercial aircraft, although trends show increased adoption of composite materials. In this study, high-performance thermoplastic composites, viz., carbon fibre (CF) reinforced Polyetherketoneketone (PEKK) and Polyether ether ketone (PEEK), were subjected to low-velocity impact tests at 20 J. Post-impact, the damaged panels were repaired using an induction welder by applying two different methods: induction welding of a circular patch to the impacted area of the laminate (RT-1); and induction welding of the impacted laminates under the application of heat and pressure (RT-2). The panels were subjected to compression-after-impact and repair (CAI-R), and the results are compared with those from the compression-after-impact (CAI) tests. For CF/PEKK, the RT-1 and RT-2 resulted in a 13% and 7% higher strength, respectively, than the value for CAI. For CF/PEEK, the corresponding values for RT-1 and RT-2 were higher by 13% and 17%, respectively. Further analysis of the damage and repair techniques using ultrasonic C-scans and CAI-R tests indicated that induction welding can be used as a repair technique for industrial applications. The findings of this study are promising for use in aerospace and automotive applications.