Abstract:It is advised to add cuts as circular holes to constructions’ walls for technical requirements such as the assembly and to reduce the weight. Since these induced cutouts have a substantial influence on crashworthiness and failure mechanisms, the size, location, and number of these cutouts should be carefully selected for energy absorption components. This research concentrates on the optimization of process parameters for the crushing performance of perforated thin-walled glass/epoxy (GFRP) square tubes. Taguc… Show more
“…The range of R 2 is 0 to 1, and values near 1 indicate that the model is very good at explaining the variations in the output response. 52,74 The values obtained for R 2 for P ip , P avg , CFE, U, and SEA through this model were equal to 0.71, 0.88, 0.83, 0.88, and 0.80, respectively.…”
Section: Regression Modelmentioning
confidence: 85%
“…Low occupant harm and high energy dissipation are associated with high CFE. 51,52 • Energy absorption (U): The amount of energy lost during the crushing process is known as absorbed energy, and it can be calculated using the amount of work the crushing force performs.• Specific absorbed energy (SEA): is the amount of energy the absorber has absorbed per unit mass. For a design to be lightweight, a high SEA value is necessary.Where:normalmnormalc is the energy absorber's crushed mass.Figure 5.Quasi static lateral compression test experimental setup.…”
The crashworthiness capability of laterally loaded glass/epoxy (GFRE) tubular components containing halloysite nanotubes (HNTs) was explored in this article. GFRE components filled with 0, 1, 2, 3, and 4 weight percent (wt.%) of HNTs were created using wet-wrapping by hand lay-up technique. For the laterally loaded tubes, the crushing load and the energy absorption versus displacement responses were presented. In addition, distortion histories were tracked. The crashworthiness analysis was carried out by evaluating different indicators, i.e., initial crush load [Formula: see text], average crush load ([Formula: see text]), crush load efficiency (CFE), energy absorption (U), and specific absorbed energy (SEA). Two parameters of the Weibull distribution were employed to assess the experimental findings statistically. In addition, mathematical regression models were built to predict the energy absorption indicators. Experimental results demonstrated that an unfilled tube demonstrated the largest CFE of 1.84, while the maximum [Formula: see text] was demonstrated by a tube filled with 2 wt.% of HNTs with a value of 3.70 kN. Additionally, the tube filled with 4 wt.% of HNTs represents the extremes [Formula: see text], U, and SEA with values of 4.26 kN, 128.82 J, and 3.84 J/g, respectively. Due to their improved crashworthiness characteristics, GFRE filled with 4 wt.% of HNTs is suitable for use as a crashworthy device in automobiles.
“…The range of R 2 is 0 to 1, and values near 1 indicate that the model is very good at explaining the variations in the output response. 52,74 The values obtained for R 2 for P ip , P avg , CFE, U, and SEA through this model were equal to 0.71, 0.88, 0.83, 0.88, and 0.80, respectively.…”
Section: Regression Modelmentioning
confidence: 85%
“…Low occupant harm and high energy dissipation are associated with high CFE. 51,52 • Energy absorption (U): The amount of energy lost during the crushing process is known as absorbed energy, and it can be calculated using the amount of work the crushing force performs.• Specific absorbed energy (SEA): is the amount of energy the absorber has absorbed per unit mass. For a design to be lightweight, a high SEA value is necessary.Where:normalmnormalc is the energy absorber's crushed mass.Figure 5.Quasi static lateral compression test experimental setup.…”
The crashworthiness capability of laterally loaded glass/epoxy (GFRE) tubular components containing halloysite nanotubes (HNTs) was explored in this article. GFRE components filled with 0, 1, 2, 3, and 4 weight percent (wt.%) of HNTs were created using wet-wrapping by hand lay-up technique. For the laterally loaded tubes, the crushing load and the energy absorption versus displacement responses were presented. In addition, distortion histories were tracked. The crashworthiness analysis was carried out by evaluating different indicators, i.e., initial crush load [Formula: see text], average crush load ([Formula: see text]), crush load efficiency (CFE), energy absorption (U), and specific absorbed energy (SEA). Two parameters of the Weibull distribution were employed to assess the experimental findings statistically. In addition, mathematical regression models were built to predict the energy absorption indicators. Experimental results demonstrated that an unfilled tube demonstrated the largest CFE of 1.84, while the maximum [Formula: see text] was demonstrated by a tube filled with 2 wt.% of HNTs with a value of 3.70 kN. Additionally, the tube filled with 4 wt.% of HNTs represents the extremes [Formula: see text], U, and SEA with values of 4.26 kN, 128.82 J, and 3.84 J/g, respectively. Due to their improved crashworthiness characteristics, GFRE filled with 4 wt.% of HNTs is suitable for use as a crashworthy device in automobiles.
“…Kemapoxy 150 RGL was chosen as a matrix. Kemapoxy 150 RGL has been successfully applied in the literature [53][54][55][56][57][58][59][60] because it is distinguished by a strong resilience to chemical and mechanical properties. Table 2 shows the physical and mechanical properties of Kemapoxy 150 RGL given by the supplier.…”
Fiber metal laminates (FMLs) are made by sandwiching a fiber-reinforced composite between thin layers of metal. FMLs are modern materials utilized in the manufacture of automobiles and aircraft because of their improved mechanical behavior compared to conventional metallic alloys. In the current study, different fabrics, that is, jute (J), glass (G), carbon (C), basalt (B), and aramid (A) were used as reinforcing components for composites that were sandwiched between two aluminum (Al) alloy sheets as a metal component in the proposed FMLs. The effect of hybridizing J-reinforced composite with different declared fabrics on the tensile response of the designed FMLs was experimentally investigated. The proposed FMLs were created using manual lay-up and compression casting techniques. Complex proportional assessment (COPRAS) was adapted to find the best FMLs structure that achieved the optimum tensile properties. The Al/2C/4J/2C/Al and Al/8J/Al structures were ranked first and last, respectively, based on COPRAS results.
“…Unavoidably, the number of car accidents has also increased, and they are now a significant global health issue. [ 1–6 ] In order to enhance crashworthiness, thin‐walled tubular components are frequently applied as crashworthy devices in automotive components. [ 7–11 ] The term “crashworthiness” may be described as the material's capacity to protect its occupant from harm in crush incidents.…”
The goal of this work is to experimentally explore the crashworthiness performance and the deformation history of hybrid thin‐walled composite tubes. Glass (G)/carbon (C) reinforced epoxy circular specimens were prepared by wet wrap using hand lay‐up technique and then subjected to quasi‐static axial compressive loads to examine the impact of the hybridization process and stacking sequences on the crashworthiness performance and the deformation history. Crush indicators, that is, the initial peak force (normalFip), absorbed energy (AE), specific absorbed energy (SEA) of the designed tubes were assessed. The specimen's failure modes were discussed. Cost analysis for the proposed materials was carried out. According to the experimental findings, the hybridization and stacking order significantly influence the crashworthiness performance and failure mode of G/C reinforced epoxy composite tubes. C/2G/2C/2G/C hybrid is recommended as an energy absorber material for automobiles.
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