Search results

This study aims to reduce the weight of the door, improve the operating efficiency and ensure the safety of vehicle operation.

Based on traditional aluminium alloy doors, a new type of honeycomb composite material was developed. Tests were conducted to determine the honeycomb compression resistance, honeycomb and skin shear performance, plate bending, thermal conductivity and environmental protection. Eight doors were developed based on the full-side open structure, and static strength and stiffness analyses were performed simultaneously. To solve door vibration problems, modal analysis and test were carried out.

The test results showed that the weight of the door was reduced by more than 40% whilst ensuring the strength and stiffness of the vehicle. The first–sixth-order test mode of the door was increased by more than 14% compared with existing aluminium alloy doors.

A new type of honeycomb composite material was used in this study. The test results showed that the weight of the door was reduced by more than 40% whilst ensuring the strength and stiffness of the vehicle. The 1st-to-6th order test mode of the door was increased by more than 14% compared with the existing aluminium alloy door.

The purpose of this paper is to study the behavior of negative stiffness beams when arranged in a honeycomb configuration and to compare the energy absorption capacity of these negative stiffness honeycombs with regular honeycombs of equivalent relative densities.

A negative stiffness honeycomb is fabricated in nylon 11 using selective laser sintering. Its force-displacement behavior is simulated with finite element analysis and experimentally evaluated under quasi-static displacement loading. Similarly, a hexagonal honeycomb of equivalent relative density is also fabricated and tested. The energy absorbed for both specimens is computed from the resulting force-displacement curves. The beam geometry of the negative stiffness honeycomb is optimized for maximum energy absorption per unit mass of material.

Negative stiffness honeycombs exhibit relatively large positive stiffness, followed by a region of plateau stress as the cell walls buckle, similar to regular hexagonal honeycombs, but unlike regular honeycombs, they demonstrate full recovery after compression. Representative specimens are found to absorb about 65 per cent of the energy incident on them. Optimizing the negative stiffness beam geometry can result in energy-absorbing capacities comparable to regular honeycombs of similar relative densities.

The honeycombs were subject to quasi-static displacement loading. To study shock isolation under impact loads, force-controlled loading is desirable. However, the energy absorption performance of the negative stiffness honeycombs is expected to improve under force-controlled conditions. Additional experimentation is needed to investigate the rate sensitivity of the force-displacement behavior of the negative stiffness honeycombs, and specimens with various geometries should be investigated.

The findings of this study indicate that recoverable energy absorption is possible using negative stiffness honeycombs without sacrificing the high energy-absorbing capacity of regular honeycombs. The honeycombs can find usefulness in a number of unique applications requiring recoverable shock isolation, such as bumpers, helmets and other personal protection devices. A patent application has been filed for the negative stiffness honeycomb design.

Honeycomb cellular structures exhibit unique mechanical properties such as high specific strength, high specific stiffness, high energy absorption and good thermal and acoustic performance. This paper aims to use numerical modeling to investigate the effective elastic moduli, in-plane and out-of-plane, for thick-walled honeycombs manufactured using selective laser melting (SLM).

Theoretical predictions were performed using homogenization on a sample scale domain equivalent to the as-manufactured dimensions. A Renishaw AM 250 machine was used to manufacture hexagonal honeycomb samples with wall thicknesses of 0.2 to 0.5 mm and a cell size of 3.97 mm using 304 L steel powder. The SLM-manufactured honeycombs and cylindrical test coupons were tested using flatwise and edgewise compression. Three-dimensional finite element and strain energy homogenization were conducted to determine the effective elastic properties, which were validated by the current experimental outcomes and compared to analytical models from the literature.

Good agreement was found between the results of the effective Young’s moduli ratios numerical modeling and experimental observations. In-plane effective elastic moduli were found to be more sensitive to geometrical irregularity compared to out-of-plane effective moduli, which was confirmed by the analytical models. Also, it was concluded that thick-walled SLM manufactured honeycombs have bending-dominated in-plane compressive behavior and a stretch-dominated out-of-plane compressive behavior, which matched well with the simulation and numerical models predictions.

This work uses three-dimensional finite element and strain energy homogenization to evaluate the effective moduli of SLM manufactured honeycombs.

The purpose of this paper is to validate an assumption of what to use as an effective (steady state) heat transfer coefficient of thermal conductivity for the honeycomb core sandwiched by Fiberglass face sheets composite. A one-dimensional model based on Fourier law is developed. The results are validated experimentally.

The results were obtained from the one-dimensional mathematical model of an overall or effective heat conductivity of the Honeycomb composite panel. These results were validated experimentally by applying heat flux on the specimen under controlled environment. The surface temperatures at different voltages were recorded and analysed. The skin of the sandwich composite material used in the investigation was Fiberglass sheet with a thickness of 0.5 mm at the bottom and 1.0 mm at the top surface. Both skins have a stacking sequence of zero degrees. Due to the presence of air cells in the core (Honeycomb), the model considers the conduction, convection and radiation heat transfer, across the thickness of the panel, combined as an effective conduction mode, whose value may be predicted by using the coefficient of thermal conductivity of the air based on the average temperature difference between the two skins. The experimental results for the heat transfer through the thickness of the panel provide validation of this assumption/prediction. Both infrared thermography and conventional temperature measurement techniques (thermocouples) were used to collect the data.

The heat transfer experiment and mathematical modeling were conducted. The data obtained were analyzed, and it was found that the effective thermal conductivity was temperature-dependent as expected. The effective thermal conductivity of the honeycomb panel was close to that of air, and its value could be predicted if the panel surface temperatures were known. It was also found that as temperature raised the variation between experimental and predicted effective air conduction raised up. This is because there was an increase in molecular diffusion and vibration. Therefore, the convection heat transfer increased at high temperatures and the air became an insulator.

Honeycomb composite panels have excellent physical and thermal properties that influence their performance. This study provides an appropriate method in determining thermal conductivity, which is one of the critical thermal properties of porous composite material. This paper also gives useful and practical data to industries that use or manufacture honeycomb composite panels.

ESTABLISHING A STANDARD SOME twenty‐two years ago Dr de Bruyne invented the Redux system for joining metal to metal in a manner suitable for use in aircraft construction The phenol‐formaldehyde/polyvinyl‐formal formulation of this system is still widely used today. What is it that has made this system such a success through the years?

Gives a bibliographical review of the finite element analyses of sandwich structures from the theoretical as well as practical points of view. Both isotropic and composite materials are considered. Topics include: material and mechanical properties of sandwich structures; vibration, dynamic response and impact problems; heat transfer and thermomechanical responses; contact problems; fracture mechanics, fatigue and damage; stability problems; special finite elements developed for the analysis of sandwich structures; analysis of sandwich beams, plates, panels and shells; specific applications in various fields of engineering; other topics. The analysis of cellular solids is also included. The bibliography at the end of this paper contains 655 references to papers, conference proceedings and theses/dissertations dealing with presented subjects that were published between 1980 and 2001.

IN Part I of this paper, the basic equations were established for the various modes of instability of flat sandwich panels subjected to lengthwise compression. Whilst these equations are valuable in determining the strength of a given panel they do not give a direct indication of the cross‐sectional dimensions of a panel required to carry a given load, especially if the panel is to be the optimum, i.e. of minimum weight.

This paper aims to present the procedures necessary to determine the insert allowable for a composite sandwich, considering that the inserts were the most commonly used means to install equipment on the composite structure of Clean Sky 2 (CS2)-RACER compound helicopter.

The installation of the equipment inside of the airframe shall comply with the certification regulations, especially in relation to the inertial factors. Establishing of the needed number of inserts to fix the equipment is directly linked to the allowable coming from coupon tests. The materials and test procedures to which they were subjected are part of the process qualification used in the development of the CS2-RACER Main Fuselage. The samples were tested in two different static mechanical loadings, consisting of pull-out insert and shear-out insert tests. The mechanical behaviour and failure mechanism of the materials were evaluated using optical and scanning electron microscopy.

The insert installation on the sandwich structure influences the behaviour and mechanical properties during pull-out and shear-out testing.

The limited data available in standardized documents related to insert testing makes it difficult to compare results with certified baseline values.

To reduce the effort of selecting the optimized insert system, specific parameters are included in analytical pre-sizing, i.e. type of loads, geometry, materials, failure modes, special conditions such as manufacturing and testing.

The results of the study presenting the design, manufacturing and mechanical testing of pull-out and shear-out inserts used in composite materials sandwich-type coupons provide valuable information regarding the insert allowable determination.

A CRITICAL stage in the process of making aircraft occurs with alarming frequency in the history of aviation.

The present work aims in presenting the energy absorbing capability of different combination stacking of multiple materials, namely, Vero White and Tango Plus, under static and dynamic loading conditions.

Honeycomb structures with various multi-material stackings are fabricated using PolyJet 3D printing technique. From the static and dynamic test results, the structure having the better energy absorbing capability is identified.

It is found that from the various stacking combinations of multiple materials, the five-layered (5L) sandwich multi-material honeycomb structure has better energy absorbing capability.

This multi-material combination with a honeycomb structure can be used in the application of crash resistance components such as helmet, knee guard, car bumper, etc.

Through experimental work, various multi-material honeycomb structures and impact resistance of single material clearly indicated the inability to absorb impact loads which experiences a maximum force of 5,055.24 N, whereas the 5L sandwich multi-material honeycomb structure experiences a minimum force of 1,948.17 N, which is 38.5 per cent of the force experienced by the single material. Moreover, in the case of compressive resistance, 2L sandwich multi-material honeycomb structure experiences a maximum force of 5,887.5 N, whereas 5L sandwich multi-material honeycomb structure experiences a minimum force of 2,410 N, which is 40.9 per cent of the force experienced by two-layered (2L) sandwich multi-material honeycomb structure. In this study, the multi-material absorbed most of the input energy and experienced minimum force in both compressive and impact loads, thus showing its energy absorbing capability and hence its utility for structures that experience impact and compressive loads. A maximum force is required to deform the single and 2L material in terms of impact and compressive load, respectively, under maximum stiffness conditions.