The aim of this study was to measure the energy absorbed by composite panels with carbon fiber-reinforced polymer (CFRP) skins and a 5052 aluminum alloy honeycomb core and to compare it to previous research and isotropic material—two 25 × 1.75 mm 1.0562 alloy steel tubes. The panel skins layup consisted of pre-impregnated Pyrofil TR30S 210 gsm 3K 2 × 2 twill oriented in directions 0/90 and −45/45 and having a consolidated thickness of 1 mm or 2 mm. The core consisted of a 15 mm or 20 mm honeycomb oriented along its lengthwise direction. The first test consisted of a three-point bending of specimens supported at a span of 400 mm with a 50 mm radius tubular load applicator in the middle. Second, a perimeter shear test was conducted using a 25 mm diameter punch and a 38 mm diameter hole. The results of the three-point bending test show that the energy absorbed by panels with 1 mm skins was similar to the energy absorbed by the tubes (96 J), which was better than the previously considered panels. In the case of perimeter shear, the average maximum forces for the top and bottom skin were 5.7 kN and 6.6 kN, respectively. For the panel with thicker skins (2 mm), the results were about 2 times higher.
The aim of this paper is to compare two methods of epoxy adhesive bond gap control: one with a geometrical (mechanical) solution and the other with glass beads, which have the diameter of the desired bond gap and are mixed with an epoxy adhesive. The adhered materials were carbon fiber composite tubes and aluminum alloy inserts, which were used as wishbones in a suspension system of a motorsport vehicle. It was assumed that the gap thickness would be equal to 0.2 mm and the length of a bond would be 30 mm. The internal diameter of the tubes was 14 mm and 18 mm, whereas the inserts’ external diameter was 13.6 mm and 17.6 mm. Their surface has been subjected to mechanical treatment with sand paper starting from 240 grit up to 400. The adhesives used were EA 3425 and EA 9466 cured at 80 °C for 2 h. The results showed that the glass beads method provides more consistent and better results as compared to the geometrical (mechanical) method. Further study in the area of fatigue and interfacial failure modes could be useful.
The aim of this paper was to determine the differences in the designed and manufactured model of a suspension. A set of key parameters was compared, including camber and toe in angles and their change w.r.t wheel travel, as well as the motion ratio. It also focused on the possibility of accurately determining the suspension system kinematics using affordable measuring devices available on the market. First, the design process, main goals and project assumptions were briefly described. Next, the CAD model and manufacturing process was presented. Finally, the measurements of both computer and real model were performed. The obtained results were compared and a significant difference between models was observed. The reason of such variation could not be determined unambiguously, as there were numerous factors that could potentially influence the results. Moreover, it was proven that accurate determination of kinematics is impossible using the given set of measuring devices.
This case study describes a manufacturing process of composite chassis also known as monocoque. The structure is made using carbon fibre reinforced polymers (CFRP) which are manufactured in out-of-autoclave (OOA) process from pre-impregnated carbon fabrics and aluminium alloy honeycomb core. Since the material cost is high the aim of the project was to reduce the cost of manufacturing process i.e. cost of models and moulds. Therefore, instead of high-temp models and moulds a cheaper alternative was used. It consisted of Styrofoam models made using polyurethane (PU) paste and moulds made from CFRP using wet layup process which were cured at room temperature. Such moulds had to be adapted to withstand high temperatures during pre-preg cure. This was done with gradual heat annealing process which increased the maximum service temperature from 45°C to 90°C. This was enough for the low-temp cure of pre-preg material, but it might be possible to increase the temperature even further. As a result, the cost of manufacturing process had been reduced by 50%.
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