• Steel and Composite Structures
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• v.45 no.3
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• pp.409-423
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• 2022

Nowadays, there is a high demand for great structural implementation and multifunctionality with excellent mechanical properties. The porous structures reinforced by graphene platelets (GPLs) having valuable properties, such as heat resistance, lightweight, and excellent energy absorption, have been considerably used in different engineering implementations. However, stiffness of porous structures reduces significantly, due to the internal cavities, by adding GPLs into porous medium, effective mechanical properties of the porous structure considerably enhance. This paper is relating to vibration analysis of fluidconveying cantilever porous graphene platelet reinforced (GPLR) pipe with fractional viscoelastic model resting on foundations. A dynamical model of cantilever porous GPLR pipes conveying fluid and resting on a foundation is proposed, and the vibration, natural frequencies and primary resonant of such a system are explored. The pipe body is considered to be composed of GPLR viscoelastic polymeric pipe with porosity in which Halpin-Tsai scheme in conjunction with the fractional viscoelastic model is used to govern the construction relation of nanocomposite pipe. Three different porosity distributions through the pipe thickness are introduced. The harmonic concentrated force is also applied to the pipe and the excitation frequency is close to the first natural frequency. The governing equation for transverse motions of the pipe is derived by the Hamilton principle and then discretized by the Galerkin procedure. In order to obtain the frequency-response equation, the differential equation is solved with the assumption of small displacement, damping coefficient, and excitation amplitude by the multiple scale method. A parametric sensitivity analysis is carried out to reveal the influence of different parameters, such as nanocomposite pipe properties, fluid velocity and nonlinear viscoelastic foundation coefficients, on the primary resonance and linear natural frequency. Results indicate that the GPLs weight fraction porosity coefficient, fractional derivative order and the retardation time have substantial influences on the dynamic response of the system.

• Elastomers and Composites
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• v.59 no.2
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• pp.51-63
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• 2024

Polypropylene (PP) is a commodity plastic that is widely used owing to its cost-effectiveness, lightweight nature, easy processability, and outstanding chemical and thermomechanical characteristics. However, the imperative to address energy and environmental crises has spurred global initiatives toward a circular economy, necessitating sustainable alternatives to traditional fossil-fuel-derived plastics. In this study, we conducted a series of comparative investigations of bio-based polypropylene (bio-PP) blends with current PP of the same and different grades. An extrusion-based processing methodology was employed for the bio-PP composites. Talc was used as an active filler for the preparation of the composites. A comparative analysis with the current petroleum-based PP indicated that the thermal properties and tensile characteristics of the bio-PP blends and composites remained largely unaltered, signifying the feasibility of bio-PP as a potential substitute for the current PP. To achieve a higher Young's modulus, elongation at break (EAB), and melt flow index (MFI), we prepared different composites of PP of different grades and bio-PP with varying talc contents. Interestingly, at higher biomass contents, the composites exhibited higher MFI and EAB values with comparable Young's moduli. Notably, the impact strengths of the composites with various biomass and talc contents remained unaltered. In-depth investigations through surface analysis confirmed the uniform dispersion of talc within the composite matrix. Furthermore, the moldability of the bio-PP composites was substantiated by comprehensive rheological property assessments encompassing shear rate and shear viscosity. Thus, from these outcomes, the fabricated bio-PP-based composites could be an alternative to petroleum-based PP composites for sustainable automobile applications.

• Composites Research
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• v.37 no.4
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• pp.247-264
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• 2024

Recent advances in electro-active polymer (EAP) actuators, owing to their flexibility, lightweight, and simple fabrication process, have showcased their high utility across various fields such as soft robotics, biomimetics, wearable devices, and haptic technologies. Moreover, EAP actuators are evolving into smart devices with new functions and characteristics through the integration of functional materials and innovative technologies. This paper categorizes EAPs into ionic EAPs and electronic EAPs. Ionic EAPs include, most notably, ionic polymer-metal composites (IPMCs) and conducting polymers (CPs), while electronic EAPs encompass dielectric elastomer actuators (DEAs), ferroelectric polymer actuators, and the recently introduced hydraulically amplified self-healing electrostatic (HASEL) actuators. Detailed explanations based on the latest research are provided concerning the mechanism, structure, performance improvement strategies, methods for adding functionality, and application areas for each type of actuator.

• Composites Research
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• v.30 no.3
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• pp.175-180
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• 2017

Currently, since carbon fiber reinforced plastics (CFRPs) are lightweight and have excellent physical properties, their demand has increased dramatically. Many works have studied the CFRPs based on recycled thermoplastics. In this study, the applicability of recycled composite was evaluated using recycled polyethylene terephthalate (PET). PET was collected from waste materials used in beverage bottles and processed to produce PET films. Optimal thermoforming temperature and time were analyzed by comparing the mechanical properties with forming temperature and time difference for producing PET films. CF mat and PET film were used to determine the suitable parameters for the optimum thermoforming of CF/PET composites. The mechanical properties of each thermoforming condition were verified by bending test. The degree of impregnation of the PET film into the CF mat was evaluated by cross-sectional photographs, whereas the interfacial properties were evaluated by interlaminar shear strength (ILSS). Ultimately, it was confirmed that the thermoforming condition for forming the CF/recycled PET composites yielding the optimal mechanical and interfacial properties was at $270^{\circ}C$ for 5 minutes.

• Journal of Hydrogen and New Energy
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• v.25 no.1
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• pp.19-27
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• 2014

Mg hydride has a high hydrogen capacity (7.6%), at high temperature, and is a lightweight and low cost material, thus it a promising hydrogen storage material. However, its high operation temperature and very slow reaction kinetics are obstacles to practical application. In order to overcome these disadvantages of Mg hydride, graphene powder was added to it. The addition of graphene has been shown to reduce the operating temperature of dehydrogenation. Moreover, in this report the environmental aspects of $MgH_x$-Graphene composites are investigated by means of the environmental life cycle assessment (LCA) method. $MgH_x$-Graphene mixture was prepared by hydrogen induced mechanical alloy (HIMA). The synthesized powder was characterized by XRD(X-ray Diffraction). The hydrogenation behaviors were evaluated by using a Sievert's type automatic PCT apparatus. Such evaluation of Materials also conducted in the LCA. From the result of P-C-T(Pressure-Composition-Temperature) curves, the $MgH_x$-3wt.% graphene composite was evaluated as having a 5.86wt.% maximum hydrogen storage capacity, at 523K. From absorption kinetic testing, the $MgH_x$-7wt.% graphene composite was evaluated as having a maximum 6.94wt.%/ms hydrogen absorption rate, at 573K. Environment evaluation results for the $MgH_x$-graphene composites and other materials indicated environmental impact from the electric power used and from the materials themselves.

• International Journal of Railway
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• v.2 no.3
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• pp.124-126
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• 2009

Energy savings can be achieved with optimum energy consumptions, brake energy regeneration, efficient energy storage (onboard, line side), and primarily with light weight vehicles. Over the last few years, the rolling stock industry has experienced a marked increase in eco-awareness and needs for lower life cycle energy consumption costs. For rolling stock vehicle designers and engineers, weight has always been a critical design parameter. It is often specified directly or indirectly as contractual requirements. These requirements are usually expressed in terms of specified axle load limits, braking deceleration levels and/or demands for optimum energy consumptions. The contractual requirements for lower weights are becoming increasingly more stringent. Light weight vehicles with optimized strength to weight ratios are achievable through proven design processes. The primary driving processes consist of: $\bullet$ material selection to best contribute to the intended functionality and performance $\bullet$ design and design optimization to secure the intended functionality and performance $\bullet$ weight control processes to deliver the intended functionality and performance Aluminium has become the material of choice for modern light weight bodyshells. Steel sub-structures and in particular high strength steels are also used where high strength - high elongation characteristics out way the use of aluminium. With the improved characteristics and responses of composites against tire and smoke, small and large composite materials made components are also found in greater quantities in today's railway vehicles. Full scale hybrid composite rolling stock vehicles are being developed and tested. While an "overdesigned" bodyshell may be deemed as acceptable from a structural point of view, it can, in reality, be a weight saving missed opportunity. The conventional pass/fail structural criteria and existing passenger payload definitions promote conservative designs but they do not necessarily imply optimum lightweight designs. The weight to strength design optimization should be a fundamental design driving factor rather than a feeble post design activity. It should be more than a belated attempt to mitigate against contractual weight penalties. The weight control process must be rigorous, responsible, with achievable goals and above all must be integral to the design process. It should not be a mere tabulation of weights for the sole-purpose of predicting the axle loads and wheel balances compliance. The present paper explores and discusses the topics quoted above with a view to strengthen the recommendations and needs for the weight optimization by design approach as a pro-active design activity for the rolling stock industry at large.

• Journal of the Korean Ceramic Society
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• v.40 no.8
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• pp.777-783
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• 2003

The mechanical properties of B$_4$C/Al composites normally depend on the species and quantity of reaction products between B$_4$C and Al and then the control of reaction products is necessary to make desirable composites for lightweight advanced or armor materials. TiB$_2$ is chemically inert with aluminum and has a lower contact angle (85$^{\circ}$ at 100$0^{\circ}C$) to liquid aluminum than B$_4$C. Thus, TiB$_2$ coating on B$_4$C may lower infiltration temperature of aluminum when the B$_4$C/Al composites is fabricated by infiltration process. In this study, the effects of TiB$_2$ on the microstructure and mechanical properties of the B$_4$C/Al composites have been investigated. TiB$_2$ coated B$_4$C powder was prepared using the sol-gel technique. It was found that the B$_4$C surface is homogeneously covered with TiB$_2$ having a particles size of 20-50 nm. While the B$_4$C/Al composites prepared by infiltration after TiB$_2$ coating had 17 wt% of unreacted Al, on the other hand, the B$_4$C/Al composites without coating included 14 wt% of Al. As a result, the composites infiltrated after the coating showed higher fracture toughness and lower hardness. This strongly suggests that TiB$_2$ not only lowers the infiltration temperature, but also inhibits the reaction between B$_4$C and Al.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.14 no.5
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• pp.53-67
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• 2011

The major objective of this study was to quantify the effects of substrate depth and substrate composition on the development of sedum etc., in a sloped rooftop (6 : 12 pitch) environment during a 4-year period. The experiment was conducted from 2006 October to 2010 December under several conditions without soil erosion control : two substrate depth (5cm, 10cm), four substrate composition (A5N3C2, A3N3C4, A6C4, G5L3C2: A: artificial lightweight soil, N : natural soil, G : granite decomposed soil, C : leave composite, L : loess), four sloped roof direction ($E40^{\circ}W$, $W40^{\circ}N$, $S40^{\circ}W$, $N40^{\circ}E$). In this experiment 4 sedum etc., were used: Sedum sarmentosum, Sedum kamtschaticum, Sedum rupestre, Sedum telephium, flowering herbs (mixed seed : Taraxacum platycarpum, Lotus corniculatus, Aster yomena, Aster koraiensis), western grasses (mixed seed : Tall fescue, Creeping redfescue, Bermuda grass, Perennial ryegrass). The establishment factor had two levels : succulent shoot establishment (sedum), seeding (flowering herbs, western grasses). 1. Enkamat, as it bring about top soil exfoliation, was unsuitable material for soil erosion control. 2. Sedum species exhibited greater growth at a substrate depth of 10cm relative to 5cm. All flowering herbs and western grasses established only at a substrate depth of 5cm were died. A substrate depth of 5cm was not suited in sloped rooftop greening without maintenance. If additional soil erosion control will be supplemented, a substrate depth of 10cm in sloped rooftop greening without maintenance was considered suitable. 3. For all substrate depth and composition, the most abundant species was Sedum kamtschaticum. The percentage of surviving Sedum kamtschaticum was 73.4% at a substrate depth of 10cm in autumn 2007 one year after the roof vegetation had been established. But the percentage of surviving other sedum were 33.3%~51.9%, therefor mulching for soil erosion control was essential after rooftop establishment in extensive sloped roof greening was proved. To raise the ratio of plant survival, complete establishment of plant root at substrate was considered essential before rooftop establishment. 4. There was a significant interaction between biomass and substrate moisture content. There were also a significant difference of substrate moisture and erosion among substrate composition. The moisture content of A6C4 was highest, the resistance to erosion of A5N3C2 was highest among substrate composition. The biomass of plants were not significantly higher in A5N3C2 and A6C4 relative to A3N3C4 and G5L3C2, For substrate moisture and erosion resistance, A5N3C2 and A6C4 were considered suitable in sloped rooftop greening without maintenance. 5. There were significant difference among roof slope direction on the substrate moisture. Especially, the substrate moisture content of $S40^{\circ}W$ was lower relative to that of $N40^{\circ}E$, that guessed by solar radiation and erosion.

• Composites Research
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• v.34 no.5
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• pp.290-295
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• 2021

The application of lightweight structural composites to automobiles as a solution in line with global fuel economy regulations to curb global warming is recognized as a megatrend. This study was conducted to provide a technical approach that can respond to the issue of replacing parts that require conductive properties to maximize the application of thermoplastic carbon fiber reinforced plastics (CFRPs), which are advantageous in terms of repair, disposal and recycling. By utilizing the properties of the low-viscosity polymerizable oligomer matrix, it was possible to prepare a thermoplastic CFRP exhibiting excellent impregnation properties while uniformly mixing the conductive filler. Various carbon-based conductive fillers such as carbon black, carbon nanotubes, graphene nanoplatelets, graphite, and pitch-based carbon fibers were filled up to the maximum content, and electrical and thermal conductive properties of the fabricated composites were compared and studied. It was confirmed that the maximum incorporation of filler was the most important factor to control the conductive properties of the composites rather than the type or shape of the conductive carbon filler. Experimental results were observed in which it might be advantageous to apply a one-dimensional conductive carbon filler to improve electrical conductivity, whereas it might be advantageous to apply a two-dimensional conductive carbon filler to improve thermal conductivity. The results of this study can provide potential insight into the optimization of structural design for controlling the conductive properties of thermoplastic CFRPs.

• Composites Research
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• v.34 no.1
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• pp.8-15
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• 2021

In the shipbuilding and marine industry, as a technology for reducing the weight of parts to reduce energy and improve operational efficiency of ships is required, a method of applying fibers-reinforced composites which is high-strength lightweight materials, as part materials can be considered. In this study, the possibility of applying fibers-reinforced composites to the pipe support clamps was evaluated to reduce the weight of LNGC. The fibers-reinforced composites were manufactured using carbon fibers and glass fibers as reinforcing fibers. Through the computer simulation program, the properties of the reinforcing materials and the matrix materials of the composites were inversely calculated, and the performance prediction was performed according to the change in the properties of each fiber lamination pattern. In addition, the structural analysis of the clamps according to the thickness of the composites was performed through the finite element analysis program. As a result of the study, it was confirmed that attention is needed in selecting the thickness when applying the fibers-reinforced composites of the clamp for weight reduction. It is considered that it will be easy to change the shape of the structure and change the structure for weight reduction in future supplementary design.