Decision Support Strategy in Selecting Natural Fiber Materials for Automotive Side-Door Impact Beam Composites

The enforcement on sustainable design and environmental-friendly products has attracted the interest of researchers and engineers in the context of replacing metals and synthetic fibers with natural based fibers,especially in the automotive industry.However,studies on sustainable natural fiber material selection in the automotive industry are limited.Evaluation for the side-door impact beam was conducted by gathering product design specification from literature which amounted to seven criteria and it was forwarded to ten decision makers with automotive engineering and product design background for evaluation.The weightage required for decision-making was obtained using the Analytic Hierarchy Process(AHP)method based on six criteria.Following this,the best natural fiber materials to be used as reinforcement in polymer composites were selected using the VIseKriterijumska Optimizacija I Kompromisno Resenje(VIKOR)method.The results using both the AHP and VIKOR method showed that kenaf was the best natural fiber for the side-door impact beam composites.The result showed the lowest VIKOR value,QA1=0.0000,which was determined to be within the acceptable advantage and acceptable stability conditions.It can be concluded that the application of integrated AHP-VIKOR method resulted in a systematic and justified solution towards the decision-making process.

Conceptual Design of Natural Fiber Composites as a Side-Door Impact Beam Using Hybrid Approach

This paper presents the conceptual design stage in the product development process of a natural fiber composites of the side-door impact beam,which starts from idea generation to the selection of the best design concept.This paper also demonstrates the use of the integrated Theory of Inventive Problem Solving(Function-Oriented Search)(TRIZ(FOS))and Biomimetics method,as well as the VIseKriterijumska Optimizacija I Kompromisno Resenje(VIKOR)method.The aim of this study was to generate design concepts that were inspired by nature and to select the best design concept for the composite side-door impact beam.Subsequently,eight design concepts were generated using the TRIZ(FOS)-Biomimetics method and finite element analysis were used to analyse their performance and weight criteria using ANSYS software.VIKOR method was used as the multiple criteria decision making tools to compare their performances,weight and cost criteria.As a result,design concepts B-03 and C-02 were ranked as the first and second best,with VIKOR value of 0.0156 and 0.1178,respectively,which satisfied the conditions in VIKOR method.This paper shows that the integrated method of TRIZ(FOS)-Biomimetics and VIKOR can assist researchers and engineers in developing designs that are inspired by nature,as well as in selecting the best design concept using a systematic strategy and justified solutions during the conceptual design stage.

Development of a Side Door Composite Impact Beam for the Automotive Industry

The automobile industry has been searching for vehicles that use less energy and emit fewer pollutants, which has resulted in a high demand for fuel-efficient vehicles. Because of their higher strength-to-weight ratio compared to traditional steel, using fiber-reinforcement composite materials in automobile bodies has emerged as the most effective strategy for improving fuel efficiency while maintaining safety standards. This research paper examined the utilization of fiber-reinforced composite materials in car bodies to meet the increasing consumer demand for fuel-efficient and eco-friendly vehicles. It particularly focused on a carbon-aramid fiber-reinforced composite impact beam for passenger car side door impact protection. Despite the encouraging prospects of the carbon-aramid fiber-reinforced beam, the research uncovered substantial defects in the fabrication process, resulting in diminished load-bearing capacity and energy absorption. As a result, the beam was un-successful in three-point bending tests. This was accomplished by using an I cross-section design with varying thickness because of the higher area moment of inertia. Vacuum-assisted resin transfer molding (VARTM) manufacturing process was used and the finished beam underwent to three-point bending tests.

Dynamic Response Impact of Vehicle Braking on Simply Supported Beam Bridges with Corrugated Steel Webs Based on Vehicle-Bridge Coupled Vibration Analysis

A novel approach for analyzing coupled vibrations between vehicles and bridges is presented,taking into account spatiotemporal effects and mechanical phenomena resulting fromvehicle braking.Efficient modeling and solution of bridge vibrations induced by vehicle deceleration are realized using this method.The method’s validity and reliability are substantiated through numerical examples.A simply supported beam bridge with a corrugated steel web is taken as an example and the effects of parameters such as the initial vehicle speed,braking acceleration,braking location,and road surface roughness on the mid-span displacement and impact factor of the bridge are analyzed.The results show that vehicle braking significantly amplifies mid-span displacement and impact factor responses in comparison to uniform vehicular motion across the bridge.Notably,the influence of wheelto-bridge friction forces is of particular significance and cannot be overlooked.When the vehicle initiates braking near the middle of the span,both the mid-span displacement and impact factor of the bridge exhibit substantial increases,further escalating with higher braking acceleration.Under favorable road surface conditions,the midspan displacement and the impact factor during vehicle braking may exceed the design values stipulated by codes.It is important to note that road surface roughness exerts a more pronounced effect on the impact factor of the bridge in comparison to the effects of vehicle braking.

Dynamic and electrical responses of a curved sandwich beam with glass reinforced laminate layers and a pliable core in the presence of a piezoelectric layer under low-velocity impact

The dynamic responses and generated voltage in a curved sandwich beam with glass reinforced laminate(GRL)layers and a pliable core in the presence of a piezoelectric layer under low-velocity impact(LVI)are investigated.The current study aims to carry out a dynamic analysis on the sandwich beam when the impactor hits the top face sheet with an initial velocity.For the layer analysis,the high-order shear deformation theory(HSDT)and Frostig's second model for the displacement fields of the core layer are used.The classical non-adhesive elastic contact theory and Hunter's principle are used to calculate the dynamic responses in terms of time.In order to validate the analytical method,the outcomes of the current investigation are compared with those gained by the experimental tests carried out by other researchers for a rectangular composite plate subject to the LVI.Finite element(FE)simulations are conducted by means of the ABAQUS software.The effects of the parameters such as foam modulus,layer material,fiber angle,impactor mass,and its velocity on the generated voltage are reviewed.

Effects of connection types and elevated temperature on the impact behaviour of restrained beam in portal steel frame

Based on the background of structural protection and Disaster Reduction Engineering, the dynamic behaviour and failure mechanism of restrained beams in portal steel frames in localised fire are investigated via experimental measurement and numerical simulation techniques. Comprehensive parametric studies are carried out to discuss the influence of end connection types, temperature, impact velocity,impact mass and span-to-depth ratio(SDR) on the dynamic response of the beams. The characteristics of deformation, internal force and energy distribution about the restrained beams and its joints are investigated. A temperature dependent criterion for evaluating the frame joint performance is proposed to measure the degree of performance degradation and impact resistance of the joint. The dynamic displacement amplification factor in different temperature environments are proposed for the different beam end constraint types and SDRs. Results of the experimental and numerical analysis show that the welded connection(WC) of three typical joint types is the strongest, and the extended endplate connection(EEC) is the weakest in terms of the impact resistance performance. With regard to the failure mode of the joint, the failure positions of the WC and the welded-bolted connection are located in the inner web of the column. Meanwhile, the EEC is located in the connection position between the beam and the endplate. Three different internal force stages and two obvious critical temperature boundaries of the restrained beams emerge with the increase in temperature, and they have significant characteristics in terms of deformation trend, internal force transfer and energy distribution. During the impact, a phenomenon known as “compression arch action” develops into “catenary action” with the increase in deflection in the frame beam mechanism.

Impact pressure of debris flow on beam dam

The use of open-type check dams in mountainous areas has become common practice in order to mitigate the effects of debris flow and extend the service life of engineering structures.The beam dam,a common debris flow control system,has received less attention in research on the impact process of debris flow and check dams compared to solid check dams.Additionally,the estimation of impact pressure in debris flow primarily considers debris flow characteristics,without taking into account the influence of geometric characteristics of the transmission structure.To better understand the impact process of debris flow on beam dams,a series of small-scale debris flow impact tests were conducted in a model flume.Key parameters,including velocity,depth,and impact pressure,were measured.The results show that the maximum impact pressure of debris flow is affected by both the characteristics of the debris flow and the relative opening size of the beam dam.Due to flow and edge occlusion in the middle of the beam dam,the discharge of debris flow is enhanced,resulting in a longer impact process and higher maximum impact pressure.Based on these findings,a calculation model of the maximum impact pressure of debris flow at the midpoint of the middle beam is proposed,which can be used to estimate the impact of debris flow on the discharge part of the beam dam.

Suppression of multiple modal resonances of a cantilever beam by an impact damper

Impact dampers are usually used to suppress single mode resonance. The goal of this paper is to clarify the difference when the impact damper suppresses the resonances of different modes. A cantilever beam equipped with the impact damper is modeled. The elastic contact of the ball and the cantilever beam is described by using the Hertz contact model. The viscous damper between the ball and the cantilever beam is modeled to consume the vibrational energy of the cantilever beam. A piecewise ordinary differential-partial differential equation of the cantilever beam is established, including equations with and without the impact damper. The vibration responses of the cantilever beam with and without the impact damper are numerically calculated. The effects of the impact absorber parameters on the vibration reduction are examined. The results show that multiple resonance peaks of the cantilever beam can be effectively suppressed by the impact damper. Specifically, all resonance amplitudes can be reduced by a larger weight ball. Moreover, the impacting gap is very effective in suppressing the vibration of the cantilever beam. More importantly, there is an optimal impacting gap for each resonance mode of the cantilever beam, but the optimal gap for each mode is different.

ELASTIC IMPACT ON FINITE TIMOSHENKO BEAM

In this paper the analytical solutions of the impact of a particle on Timoshenko beams with four kinds of different boundary conditions are obtained according to Navier's idea, which is further developed. The initial values of the impact forces are exactly determined by the momentum conservation law. The propagation of the longitudinal and transverse waves along the beam, especially, the effects of boundary conditions on the characteristics of the reflected waves, are investigated in detail. Some results are compared with those by MSC/NASTRAN.

Three-dimensional Localization of Impacted Canines and Root Resorption Assessment Using Cone Beam Computed Tomography

Summary： The purpose of this study was to develop a new way to localize the impacted canines from three dimensions and to investigate the root resorption of the adjacent teeth by using cone beam computed tomography （CBCT）. Forty-six patients undergoing orthodontic treatments and having impacted canines in Tongii Hospital were examined. The images of CBCT scans were obtained from KaVo 3D exam vision. Angular and linear measurements of the cusp tip and root apex according to the three planes （mid-sagittal, occlusal and frontal） have been taken using the cephalometric tool of the InVivo Dental Anatomage Version 5.1.10. The measurements of the angular and linear coordinates of the maxillary and mandibular canines were obtained. Using this technique the operators could envision the location of the impacted canine according to the three clinical planes. Adjacent teeth root resorption.of 28.26 % was in the upper lateral incisors while 17.39% in upper central incisors, but no lower root resorption was found in our samples. Accurate and reliable localization of the impacted canines could be obtained from the novel analysis system, which offers a better surgical and orthodontic treatment for the patients with impacted canines.

A STUDY ON THE COUNTER-INTUITIVE BEHAVIORS OF PIN-ENDED BEAMS UNDER PROJECTILE IMPACT

The counter-intuitive behaviors of pin-ended beams under the projectile impact axe investigated with ANSYS/LS-DYNA in this paper. It studies in detail their displacement-time history curves, final deformed shapes, energy relationships and projectile impact velocity ranges related to their counter-intuitive behaviors. The influences of the impact positions on their counterintuitive behaviors are also discussed. The results show that no matter where the impact position on the beam is, the counter-intuitive behaviors of pinned beams will occur as long as the impacting velocity lies within a proper range. Corresponding to the occurring of the counter-intuitive behaviors, the rebounding number in the displacement history curves of the beams decreases from a few times to zero with an increase of the impact velocity. The final deformation modes of the beam corresponding to the counter-intuitive behaviors will appear in symmetrical and unsymmetrical forms no matter where the impact position is; the impact velocity of the first-occurring of the counter-intuitive behaviors of the beam increases slowly with the deviation of the impact position away from the mid-span.

Transient response of a beam on viscoelastic foundation under an impact load during nondestructive testing

Beam responses under an impact NDT load are studied using the Fourier and Laplace transforms. Numerical computation is performed for a parametric study of beam and load parameters. It is shown that under an impact load, the time duration for displacement to vanish is ten times longer than that for velocity and acceleration. The maximum response is achieved first in acceleration, followed by velocity, and finally displacement, all of which occur before the impact load is removed. At the moment that the impact load is removed from the beam, there is a discontinuity in the velocity and acceleration responses, but not in displacement response. The effect of K and ph on beam response is much less significant than that of EI and C, which have similar effect on beam response. As El increases, peak values of displacement, velocity and acceleration response decrease, The effect of K on beam response only becomes appreciable after the impact load is removed. While the peak of displacement remain almost unchanged large K values than for small K values. as K increases, the displacement response decays to zero faster for

ANALYSIS ON TRANSVERSE IMPACT RESPONSE OF AN UNRESTRAINED TIMOSHENKO BEAM

A moving rigid-body and an unrestrained Timoshenko beam, which is subjected to the transverse impact of the rigid-body, are treated as a contact-impact system. The generalized Fourier-series method was used to derive the characteristic equation and the characteristic function of the system. The analytical solutions of the impact responses for the system were presented. The responses can be divided into two parts: elastic responses and rigid responses. The momentum sum of elastic responses of the contact-impact system is demonstrated to be zero, which makes the rigid responses of the system easy to evaluate according to the principle of momentum conservation.

Impact coefficient and reliability of mid-span continuous beam bridge under action of extra heavy vehicle with low speed

To analyze the dynamic response and reliability of a continuous beam bridge under the action of an extra heavy vehicle, a vehicle–bridge coupled vibration model was established based on the virtual work principle and vehicle–bridge displacement compatibility equation, which can accurately simulate the dynamic characteristics of the vehicle and bridge. Results show that deck roughness has an important function in the effect of the vehicle on the bridge. When an extra heavy vehicle passes through the continuous beam bridge at a low speed of 5 km/h, the impact coefficient reaches a high value, which should not be disregarded in bridge safety assessments. Considering that no specific law exists between the impact coefficient and vehicle speed, vehicle speed should not be unduly limited and deck roughness repairing should be paid considerable attention. Deck roughness has a significant influence on the reliability index, which decreases as deck roughness increases. For the continuous beam bridge in this work, the reliability index of each control section is greater than the minimum reliability index. No reinforcement measures are required for over-sized transport.

Dynamic Calculation Method of Beam System Under Low Velocity Impact

The bearing beams and the supporting beams under low velocity impact may be in four different strain stages of deformation depending on the impact intensity and beam structure strength.Based on the different judging conditions of deformation stages,the corresponding calculation models are proposed,the calculation formulae for the determination of the impact force and the beam's lateral displacement are obtained.Calculation shows that the beam's total deflection is small when the flexibility of the supporting component is high and the effect of diminishing deflection disappears almost when the stiffness of the supporting component is high.

Low Velocity Impact Response Analysis of Shape Memory Alloy Reinforced Composite Beam

The low velocity impact responses of shape memory alloy （ SMA ） reinforced composite beams were analyzed by employing the finite element method. The finite element dynamic equntion was solved by the Newmark direct integration method, the impact contact force was determined asing the Hertzian contact law, and the influence of SMA .fibers on stiffiwss matrix is studied. Numerical results show that the SMA fibers can effectively improve the low velocity impact response property of composite beam.

The Failure Mechanism of CFRP Reinforced RC Beam under Impact Loads

The influence of carbon fiber reinforced plastic(CFRP)on dynamic mechanical properties of reinforced concrete(RC)beam was studied by drop hammer impact test system.The impact behaviors of beam,including failure mode,impact force peak value and peak deflection were analyzed.The experimental results show that bonding CFRP can reduce the crack width and change the failure mode of the beam.The length of CFRP has a certain influence on the impact force and deflection,and the peak inertia force of most beams is roughly in the range of 1/2-5/6 of the peak impact force.In addition,dynamic increase factor(DIF)increases with the increase of CFRP length,and its maximum value can reach 2.11.

配筋率与质量比对FRP-RC梁冲击响应与损伤的影响

基于考虑应变率效应的三维数值模型,对玄武岩纤维增强复材筋混凝土(BFRP-RC)梁的抗冲击性能进行了研究.分析了冲击体与FRP-RC梁质量比、配筋率等因素对冲击响应的影响规律.结果表明,随着质量比增大,FRP筋混凝土梁的破坏模式从弯曲破坏转变为剪切破坏,但是配筋率的改变并不影响梁的破坏模式.由于BFRP筋弹性模量低,并且没有屈服阶段,故即使在梁损伤比较严重的情况下,BFRP筋的应变和BFRP筋梁的位移也会发生较大恢复.在冲击过程中,冲击力时程曲线的形状与质量比之间的规律不随配筋率而改变.此外,以剩余承载力为基准,建立了以频率变化、损伤因子和峰值位移为指标的损伤评估方法,为实际工程中FRP筋混凝土梁构件的灾后处置提供理论基础.

CFRP加固损伤钢筋混凝土梁抗冲击性能试验研究

对采用碳纤维增强复合材料(CFRP)加固的不同损伤程度的钢筋混凝土梁进行落锤冲击试验,以冲击高度、加固层数为试验参数分析CFRP加固损伤试件的裂缝发展、破坏形态及抗冲击性能,并研究试件在冲击荷载下的动力性能。结果表明:试件损伤程度越高,其斜向裂缝发展越密集,试件的破坏程度越严重;落锤冲击高度越高,裂缝发展越趋近于跨中局部化;当采用多层CFRP布加固损伤试件时,试件在落锤冲击作用下保持较好的完整性,仅外部混凝土粉碎掉落;随着CFRP布粘贴层数的增加,试件整体产生弯剪破坏,损伤试件加固修复后的抗冲击能力及刚度相较于完好试件得到显著提升,提升幅度为70%~72%,但增加CFRP布粘贴层数对试件的加固修复效果提升作用有限,且加固效果与抗冲击能力并非呈线性关系;基于有效应变计算的结果可知,采用CFRP布加固修复不仅仅具有加固补强的作用,同时能够在一定的程度上改善试件的整体抗冲击性能。