A

FINAL YEAR PROJECT

REPORT
ON
EVOLUTION OF TOOL

PERFORMANCE DURING
DRILLING ON
PMC

PRESENTED BY ANKIT AGRAWAL (1106440015)

DEVESH UPADHYAY
(1106440033)
RAHUL KUMAR (11064400 )
PAWAN AHIRWAR (1106440070)
(ME 2011-2015)
Under The Guidance Of:
MR. NAGENDRA
KUSHWAH
Department Of Mechanical
Engineering

HINDUSTAN COLLEGE OF SCIENCE &

TECHNOLOGY
FARAH MATHURA (U.P.)

HINDUSTAN COLLEGE OF SCIENCE &

TECHNOLOGY

FARAH , MATHURA (U.P.)

CERTIFICATE

DEPARTMENT OF MECHANICAL ENGINEERING

This is to certified that, the project work entitled

EVOLUTION OF TOOL PERFORMANCE

DURING
DRILLING ON POLYMER MATRIX
COMPOSITES
Submitted in partial fuilfillment of the
requirement for the award of the degree of
bachelor of technology in MECHANICAL ENGINEERING.

BY:

ANKIT AGRAWAL
RAHUL KUMAR
DEVESH UPADHYAY
PAWAN AHIRWAR

PROJECT GUIDE
OF DEPARTMENT
MR. NAGENDRA KUSHWAH
PUNEET MANGLA

HEAD
MR.

LECTURER (M.E.D.)

INTRODUCTION

Polymer Matrix Composite (PMC) is the

material
consisting
of
a polymer (resin) matrix combined
with
a fibrous
reinforcing
dispersed
phase.
Polymer Matrix Composites are very popular
due to their low cost and simple fabrication
methods.
Use of non-reinforced polymers as structure
materials is limited by low level of their
mechanical properties: tensile strength of
one of the strongest polymers - epoxy resin

is 20000 psi (140 MPa). In addition to

relatively low strength, polymer materials
possess low impact resistance.

Reinforcement of polymers by strong

fibrous network permits fabrication of
Polymer Matrix Composites (PMC)
characterized
by
the
following
properties:

High tensile strength;

High stiffness;
High Fracture Toughness;
Good abrasion resistance;
Good puncture resistance;
Good corrosion resistance;

Low cost.

The main disadvantages of Polymer

Matrix Composites (PMC) are:

Low thermal resistance;

High coefficient of thermal expansion.

Two types of polymers are used as matrix

materials
for
fabrication
composites: Thermosets (epoxies, phenolics
)
and Thermoplastics (Low
Density
Polyethylene
(LDPE),High
Density
Polyethylene
(HDPE), polypropylene, nylon, acrylics).

Properties of Polymer Matrix

Composites are determined by:

Properties of the fibers;

Orientation of the fibers;

Concentration of the fibers;

Properties of the matrix.

Properties of Polymer Matrix Composites

may be estimated by the Rule of Mixtures.
Polymer Matrix Composites (PMC) are used
for manufacturing: secondary load-bearing
aerospace structures, boat bodies, canoes,
kayaks, automotive parts, radio controlled
vehicles, sport goods (golf clubs, skis,
tennis racquets, fishing rods), bullet-proof
vests and other armor parts, brake and
clutch linings.

Classification of composite
material
Metal Matrix Composites (MMCs)

Include mixtures of ceramics and metals,

such as cemented carbides and other
cermets, as well as aluminum or
magnesium reinforced by strong, high
stiffness fibers
Ceramic Matrix Composites (CMCs)

Least
common
composite
matrix.
Aluminum oxid and silicon carbide are
materials that can be imbedded with
fibers for improved properties, especially
in high temperature applications
Polymer Matrix Composites (PMCs)

Thermosetting resins are the most widely

used polymers in PMCs. Epoxy and
polyester are commonly mixed with fiber
reinforcement
Matrix material serves several functions
in the composite

provides the bulk form of the part or

product
holds the imbedded phase in place

 shares the load with the secondary phase

Polymer matrix composite applications

The use of polymer matrix composites is diverse and far reaching
touching all industry sectors with applications ranging from
commercial aircraft to bath tubs.
Applications include:

Boat decking - boat hulls, submersibles pressure hull,

propeller shafts, masts, bulkheads, rudders

Transport car & rail body panels, bumper fascia, radiator

grills, instrument panels, engine components, fuel lines

Civil engineering bridges, column wraps, cladding, repair of

concrete

General engineering pipe systems, air ductwork, power

transmission drive shafts, storage tanks, pressure vessels

Aerospace General & military aviation fuselage, bulkhead &

floor, cargo liner, wings, landing gear, doors, rotor blades & hubs,
satellite structure

Sport bike frames, canoes, fishing rods, archery bows, golf

clubs, ski poles & skis, surf boards, racquets

Domestic consumer sanitary ware baths & shower units,

furniture
Furthermore other additional costs associated with quality control,
health and safety and environmental factors need to be considered.
For applications the benefits from using polymer matrix
composites can become significant when component-lifetime costs

 cradle to grave, rather than just material and fabrication costs,

are included.

Composite Materials for Aircraft

Industry

The expected benefits of economical, high-performance

civil-aircraft designs that are being considered for the
future will be realized only through the development of
light-weight, high-temperature composite materials for
engine applications to reduce weight, fuel consumption,
and direct operating costs.
A major effort underway in this area is the Advanced
High Temperature Engine Materials Technology

Program (HITEMP) of the National Aeronautics and

Space Administration (NASA), which focuses on
providing revolutionary high-temperature composite
materials: to 425C for polymer-matrix composites
(PMCs); to 1250C for metal-matrix / intermetallicmatrix composites (MMCs / IMCs); and to as high as
1650C for ceramic-matrix composites (CMCs).
Composites promise benefits
Numerous conducted studies demonstrate
that significant economic and performance
benefits can be achieved if lightweight,
high-temperature composite materials can
reach technology readiness. Based on a
preliminary design of a conceptual engine,
however, material temperatures
approaching 1650C are anticipated for the
turbine inlet, thus requiring extensive use of
CMCs throughout the combustor, turbine,
and exhaust nozzle.
One benefit of using CMCs is that they allow higher
operating temperatures and thus greater combustion
efficiency leading to reduced fuel consumption. Thanks
to the low density of CMCs, compared with current
technology, the use of CMCs in the hot section of the
engine along with IMCs in the compressor is resulting
in a 50% reduction in engine weight. This translates to

an overall reduction in aircraft weight of nearly 40%

for an aircraft with four engines, further contributing to
lower initial costs, as well as lower operating costs.
The high-temperature composite materials required for
these engines will have to operate satisfactorily from
5,000 to 16,000 hours at temperature. Interdiffusion,
oxidation resistance, and creep, therefore, are major
life-limiting problems that must be solved. Materials
research also must include the study of failure modes
and joining technology, and a mechanical and thermalproperty database must be established. In addition, new,
more precise design methods will be needed to address
both the application of brittle composite materials and
the integration of intricate cooling schemes for a wide
range of material thermal conductivities. And finally,
low-cost manufacture of the new materials and
advanced components will require development of new
fabrication processes.
Analytical modeling is being used to investigate the
structural behavior of these advanced materials in six
distinct areas: micro mechanics, deformation and
damage, fatigue, fracture, trade-off studies, and loads
definition. In the trade-off studies, coefficient of
thermal expansion (CTE) mismatch, compliant layers,
and fiber shape/size effects are being investigated using
existing analytical tools to develop a physical
understanding of advanced-composite development.

The emphasis in the area of loads definition is to

develop and verify models to predict the aerodynamic
and thermodynamic loads on a composite turbine blade.
This is being accomplished by integrating existing
aerodynamic, heat-transfer, and structural codes to
predict blade response. The results are then calibrated
and verified with simplified experiments that also are
being defined and conducted under this task.
The results of analysis and experimental verification to
date demonstrate the capability to simulate the high
thermal gradients associated with engine operating
conditions. In the future, this type of analysis will
permit evaluation of an advanced-composite material`s
performance in a simulated engine component.
Polymer-matrix composites (PMCs) are the lightest
of the three types of composite materials under study in
the HITEMP program. Recent applications of PMCs in
aircraft propulsion systems, such as General Electric`s
F-404 engine, have resulted in substantial reductions in
both engine weight and manufacturing costs.
Unfortunately, the low thermal-oxidation stability of
PMCs severely limits the extent of their application.
Commercially available state-of-the-art hightemperature PMCs, such as graphite fiber/PMR-15 and
graphite fiber/PMR-11-55, are capable of withstanding
thousands of hours of use at temperatures between 290
and 345C).

To realize the full advantages of PMCs in aircraftpropulsion systems, however, new composite materials
must be developed with enhanced thermal-oxidative
stability permitting their use at temperatures to 425C.
Research on high-temperature PMCs under HITEMP is
aimed at achieving this goal. Ongoing work includes:
1.
Study of the effects of resin/fiber
interactions on composite stability and
high-temperature performance
2.
Development of innovative
processing techniques
3.
Exploration of oxidation-resistant
coatings
4.
Synthesis of new polymers having
good processability and significantly
improved thermal-oxidative stability