PAN-Based Carbon Fiber Impregnation Prepreg Machine Line System

  • Thermoset resin:epoxy/phenolic/BMI
  • Thermoplastic resin:PA/PPS/PEEK/PET/PC
  • A long-term partner of aviation companies
  • Leading hot-melt prepreg system
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Jota Hot-Melt Thermoset/Thermoplastic Prepreg Machine

Our continuous fiber-reinforced polymer prepreg machines are ideal machines for composite material production in aerospace,automotive, hypercar, etc.

Prepregs are essential raw materials for the production of high-performance carbon fiber and glass fiber composite materials.They can be divided into two types: thermoplastic and thermoset.

If you are looking for prepreg machines, please send us an inquiry on this website.

Jota Machinery: Your Reliable CFRTP CFRP Prepreg Machine Manufacturer in China

Jota is the original CFRT/CFRP prepreg machine manufacturer here in China.

With our own factory and CNC center, equipment quality could be effectively guaranteed.

Please send us an inquiry to make a WhatsApp video call, let’s show you our real-time factory and CNC center.

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Machining Material

  • Visible high-quality components.
  • Famous brands such as Siemens, Yaskawa, Delta, Schneider, Mitsubishi.
  • Self-supporting CNC processed sheet metal, precision parts.
  • Assembly raw materials provided by long-term cooperation suppliers.
Installation and Operation

Installation and operation user manual, wire connection diagram, tension controller guide.

Installation and operation video tutorial.

One-on-one remote video call assistance.

On-site installation and operation guidance.

FAQ
What's the delivery time?

Around 30-45 days, mainly depends on machine type.

Could you help us to buy other goods?

Sure, it is our honor to work for you.

If the machine's spare parts are broken, where could I get?

We will offer you some parts as backup, in case any part is broken within one year, we will sent you for free.

Could you tell us your client’s contact for us to checking machine on site?

Sure, if we have client in your country, we will offer.

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Standardization and Application of Fiber Reinforced Plastic Composite Materials in Marine Industry

Fiber reinforced plastic composites materials, due to their strong designability, non-magnetic properties, corrosion resistance, as well as high specific strength and modulus, are widely utilized in various fields such as aerospace, wind turbine blades, and rail transportation.

Standardization organizations in various countries have established basic standards for fiber reinforced composite materials, including material terminology, coding, and physical properties such as density and water absorption of laminates, as well as mechanical properties such as tension, compression, bending, shear, and impact at various levels of laminates and structural components, along with aging, combustion, optical, and other functional performance testing methods, which have been adopted by various application industries.

In recent years, the exploration of composite materials in ships has deepened, encompassing applications from small-scale ship structures to typical applications on large ships, from secondary load-bearing structures to main structures, from structural materials to integrated functional materials, and from fiberglass to high-performance carbon fiber composites, covering simple laminate structures to sandwich reinforced structures.

Construction techniques have also improved, transitioning from traditional manual laying and molding processes to vacuum-assisted resin infusion (VARI), resin transfer molding (RTM), bag pressing, winding, and extrusion processes, among other low-cost methods.

In China, the application of composite materials in ships has expanded, leading to the formulation of a series of standards in design, product specifications, and molding processes.

Standardization research is an important component of the application of composite materials in the marine industry, involving the compilation, analysis, and comparison of domestic and foreign standards related to marine composite materials, which is crucial for the promotion and standardization of fiber reinforced composite materials in the marine industry.

**Testing Methods for Marine Composite Materials**

Regarding the physical properties of raw materials related to fiber reinforced composite materials, as well as testing methods for physical and mechanical properties of composite materials, molding processes, and material design calculation performance databases, foreign countries have developed a series of standards.

China’s Fiber Reinforced Plastic Committee has established over two hundred national standards for the composite materials industry, but lacks testing methods for sandwich structure composite materials, such as laboratory aging tests, and lacks design calculation standards.

However, due to the large size and thickness of marine composite structures, generic testing methods for fiber reinforced composite materials are not applicable to components or structures in marine applications, such as non-destructive testing methods for marine composite materials differing from other industries.

Additionally, due to the specific operating conditions, evaluations of fire resistance, seawater resistance, and other durability aspects of marine composite materials differ.

**1. Non-destructive Testing**

The United States employs various detection methods such as laser speckle, ultrasonic, and infrared to study non-destructive testing methods for delamination, porosity, water immersion, core collapse, and other types and sizes of defects in marine composite materials, including laminates and sandwich structures made of fiberglass and carbon fiber, establishing military standards for ultrasonic testing, X-ray testing, and non-destructive testing technology for structural composite materials.

Russia specifies defects, detection methods, and safety requirements for fiberglass structures, defining inspection items, general requirements for allowable defects, and inspection of single-layer, multi-layer components, and joint components.

China’s military standards for ultrasonic and X-ray inspection apply to laminated composite materials, with research ongoing for non-destructive testing methods for core-skin delamination defects, core material internal defect types and sizes, and hat section reinforcement structures, without established testing standards.

**1.2 Fire Resistance**

The United States tests the fire resistance of fiber reinforced resin-based composite materials at small, medium, and large scales, covering various fire ratings such as oxygen index, smoke density, cone calorimetry, thermal radiation, flame penetration, low flame spread, and quarter-scale tests, specifying evaluation methods for interior structure components made of composite materials.

Russia’s standards define flame propagation tests for non-metallic materials used in ships, and methods for evaluating the flammability of non-metallic materials.

Domestically, toxicity testing at room temperature and high temperature is specified for the use of fiber reinforced composite materials in ship cabins.

Through referencing FTP rules and borrowing evaluation methods from foreign countries, such as large-scale combustion tests, China proposes testing requirements for low flame spread and component-level corner fire tests, yet lacks a clear certification procedure for onboard use.

**1.3 Durability**

The durability of marine composite materials in seawater involves multiple factors such as temperature, humidity, salinity, and external stresses.

While most design standards indirectly address the durability of composite materials in marine environments, predicting long-term performance poses significant challenges due to the need for extensive testing, with great emphasis on fatigue performance and damage tolerance prediction under environmental conditions, often using conservative assumptions during design.

Foreign studies have investigated the fatigue performance of composite materials in dry and wet conditions, at high and low temperatures, and exposed to chemical media, establishing physical models coupling water absorption kinetics and mechanical response based on classical laminate theory, directly addressing long-term performance.

Domestically, research has primarily focused on the fatigue performance of composite materials in air, with limited studies on the effects of factors such as dry and wet conditions, high and low temperatures, and chemical media on fatigue performance.

Extensive research has been conducted on accelerated aging of composite materials and mechanical property loss in actual marine environments, with models established for fitting analysis, yet the mechanisms of temperature and chemical substance effects on the degradation of composite materials are unclear, and research on prediction methods remains insufficient.

In composite material design, China mainly adopts a method of setting sufficient safety thresholds, conducting long-term aging performance tests on specimens, performing fatigue performance tests on components, and evaluating design and test results to determine onboard use.

**2. Fiber Reinforced Plastic Composite Material Ships**

Foreign countries began using fiberglass composite materials to build small military vessels in the 1940s, such as landing craft, minesweepers, and patrol boats.

Relevant specifications specify raw materials for marine fiber reinforced composite materials.

For instance, Lloyd’s Register in the UK has developed construction regulations applicable to composite ships with lengths less than 50 meters.

France’s Bureau Veritas specifies the use of closed-cell structured core materials for sandwich structure composite materials used in shipbuilding, ensuring compatibility with ship resins, with no changes in physical and chemical properties within the range of 60°C.

China’s application of fiber reinforced composite materials on ships can be traced back to the first fiberglass workboat in 1958, subsequently applied in lifeboats, yachts, and others.

During the 1980s, China established industry standards for workboats, lifeboats, and other small boats, including hull types and sizes, material properties, and test methods, and refined design calculation methods for single-layer hull structures.

Most standards are industry-specific and have been in use for a long time, with subsequent updates. After the 20th century, China gradually established national standards for hull materials of small boats, lifeboats, yachts, etc.

**3. Fiber Reinforced Plastic Composite Material Ship Products**

Foreign countries use advanced carbon fiber composite materials to build large military vessels such as frigates and aircraft carriers, for upper structures, decks, bulkheads, propellers, pumps, and other equipment, as well as submarine propellers, control surfaces, and fittings.

The American Society for Testing and Materials and the International Organization for Standardization have developed specifications for some marine composite products.

For instance, standards for thermosetting resin fiberglass pipe systems specify the classification, service environment, and fire resistance requirements of ship fiberglass pipes, aswell as test methods, while standards for fiber reinforced composite grid products specify product fire integrity grades.

**4. Suggestions for Standardization of Marine Composite Materials in China**

China’s marine composite material standards exhibit characteristics such as outdated design method standards, lagging research on product and preparation method standards, and incomplete testing method standards.

For instance, non-destructive testing methods for thick marine sandwich composite materials are not standardized, certification procedures for fire resistance and toxicity tests of marine composite materials have not been established, and theoretical research on the durability of marine environments for composite materials is lacking.

It is recommended that future research and engineering applications of relevant materials should be accompanied by standardization research, extending existing research achievements to form standards, truly realizing the engineering of new materials, technologies, and processes, and improving product reliability.

For the onboard use of fiber reinforced plastic composite materials, foreign countries have a complete set of performance assessment methods and evaluation processes from typical unit elements, nodes, and local models to full-scale models.

For instance, Italy specifies evaluation methods and identification procedures for core materials and sandwich structure composite materials used in hull construction, while China still relies on performance tests of specimens and components, evaluating design and test results on a case-by-case basis.

As ships move towards high-performance and high-value-added types, the application of fiber reinforced composite materials in new ship types will become an inevitable trend.

To ensure the safe use of composite materials on ships, it is necessary to establish assessment and evaluation standards for the application of composite materials in ship structures.

Moreover, it is essential to introduce and adapt foreign advanced standardization achievements to accelerate the promotion and application of composite materials on ships.

In conclusion, by referencing foreign standardization achievements in marine fiber reinforced composite materials, fully understanding the domestic development status, categorizing and revising outdated standards, tracking and developing new standards for product and preparation methods, supplementing and improving testing method standards, relevant achievements can be solidified through standardization, effectively regulating and promoting the development of marine fiber reinforced composite materials.

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