Publications
Finding the Weight Difference of a Rectangular Structure with a Parabolic Arc for Mathematical Models Made of Steel and other Composite Materials
Sep 28, 2023Journal WSEAS Transactions on Applied and Theoretical Mechanics
Publisher WSEAS Transactions on Applied and Theoretical Mechanics
DOI 10.37394/232011.2023.18.17
Volume Volume 18
The most popular materials for lightweight constructions, including building and aircraft structures, industrial, military, and aerospace technology, are armored composites. Composites made of carbon fiber are typically employed in lightweight applications. The ANSYS program was used to produce four mathematical models. Steel is used in the construction of the first and second versions whereas composite materials are used in the third and fourth variants. To find all the deformations, stresses, and strains that appear on the four models, as well as to calculate the weights of those four structures and compare them, these four models were tested with the ANSYS 15.0 program to obtain equal deformation resistance for all models under the influence of different loads. The results show that the composite models had lower strains, stresses, and deformations than the steel models. Among other results, it was discovered that the weight of the third model made of composite materials decreased by (32.72%) compared to the steel-based first model, and after doing the necessary calculations and assessing the results, the fourth model made of composite materials' weight was reduced by (19.21%) when compared to the second model made of steel.
The Influence of Repeated Heat Treatments on The Propagation of Fatigue Cracking of Medium Carburized Steel
Sep 10, 2023Journal Journal of Mechanical Engineering (JMechE)
Publisher UiTM Press
DOI 10.24191/jmeche.v20i3.23920
Issue 3
Volume 20
The issue of metal fatigue emerged as one of the major issues in a variety of engineering designs, and the design engineers were forced to take metals' fatigue resistance into account. In this paper, multiple quenching mediums and varied heat treatments were utilized to examine the effects of various heat treatments on the development of fatigue cracking in steel. The model that was carburized, quenched in distilled water and tempered before being quenched once more in distilled water and tempered a second time had the best outcomes, the fewest cycles needed to cause the model to fail, and a correlation between the rate of fatigue crack propagation and the length of the crack, according to the results. Additionally, the analytical findings demonstrated that this model, as opposed to models with fixed stress intensity factors, has a fatigue crack growth rate. The model that was carburized, quenched in coolant, then tempered and quenched again without performing the tempered appearance failed very rapidly. The high rate of the stress intensity factor with fatigue crack propagation is shown by the data analysis. The results show a reduction in the growth amount tendency of fatigue crack in the linear region mode-III. © 2023 College of Engineering, Universiti Teknologi MARA (UiTM), Malaysia.
FATIGUE BEHAVIOUR OF TEMPERED AND ISOTHERMAL HEAT TREATED AISI 5160 LEAF SPRING STEEL
May 3, 2023Journal Jurnal Teknologi
Publisher Jurnal Teknologi
DOI https://doi.org/10.11113/jurnalteknologi.v85.18640
Issue Vol. 85 No. 3: May 2023
Volume Vol. 85 No. 3: May 2023
The oil quench and temper technique have a lot of benefits for heavy duty spring manufacture since it may expose the best balance of toughness and ductility, as well as increase fatigue life. The current study looked at the fatigue behavior of tempered AISI 5160 leaf spring steel samples at tempering temperatures of 400, 450, 500, 550, and 600 °C, as well as isothermally heat-treated steel samples at 830 °C. All leaf spring steel samples that had undergone thermal tempering and isothermal heat treatment were then tested up to fracture utilizing rotational fatigue test equipment under the effect of various stress levels. All steel samples subjected to tempering heat treatments of 400°C to 600°C showed a decrease in hardness ratings. The Rockwell hardness ratings of the steel samples that treated to isothermal heat treatment increased significantly. Experimental fatigue testing revealed that the values of fatigue resistance for steel samples tempered at (400 and 450) °C temperatures dropped by a small amount. The fatigue resistance values for steel specimens tempered at 500 °C to 600 °C temperatures decreased more than the values for steel samples tempered at 500 to 600 °C temperatures. A fatigue resistance of steel samples that were treated to isothermal heat treatments, on the other hand, increased. Steel samples that were isothermally heat-treated at 830 °C and then chilled in a salt brine solution, on the other hand, showed an increase in fatigue resistance.
Comparison of the Influence of Temperature Change Distribution of Three Surface Regions on the Hardness of Two Dissimilar Aluminum Alloys Welded by Friction Stir Welding
Aug 31, 2022Journal International Journal of Heat and Technology
Publisher International Information and Engineering Technology Association
DOI 10.18280/ijht.400419
Issue 4
Volume 40
Aluminum is one of the most commonly used alloys in industrial applications due to its significant qualities such as resistance to wear, high hardness resistance, and high conductivity. This study will concentrate on the hardness resistance of two dissimilar aluminum alloys at different rotational and travel velocities, where the behavior of the alloys' hardness resistance will be studied after the welding process, from the welding center to the alloys' edges, and this will be done in three areas. Due to temperature changes at the weld in these three separate regions, the first area was at the start of the welding process, the second in the midst of the model, and the third area was at the conclusion of the welding process, to examine the influence of temperature on the hardness resistance. The results showed that increasing the travel velocity of the feed cart and keeping the rotational velocity constant increased the hardness resistance, whereas increasing the rotary tool velocity and keeping the travel velocity of the feeding cart constant decreased the hardness resistance of the two welded alloys. The maximum hardness resistance recorded in the model's welding center (3-3) and its value were more than (49.47 percent) the lowest hardness resistance recorded for all models, which was for the model (7-1). © 2022 International Information and Engineering Technology Association. All rights reserved.
The Difference in the Wall Thickness of the Helicopter Structure Are Made of Composite Materials with Another Made of Steel
Apr 28, 2022Journal International Journal of Heat and Technology
Publisher International Information and Engineering Technology Association
DOI 10.18280/mmep.090204
Issue 2
Volume 9
Weight is of great importance in the aircraft industry. Aircraft are made of aluminum alloys that are susceptible to heat treatment, because they are light in weight and are metal strong enough for the dynamic designed loads they can face, but there are other reasons for obtaining alternative materials, and these materials are composite materials that it is lighter in weight than aircraft made of aluminum, firstly, and secondly, it can be formed into attractive shapes, eliminating welding and rivets, and thirdly, it can be formed into aerodynamic shapes. This work is based on designing a three-dimensional model consisting of aluminum alloy (AA-6061-T6) of the structure helicopter and then comparing it with five other models of different metal and composite materials to obtain a structure that has the least weight among these models. The results indicate that the best model with the lowest weight is the fourth model consisting of carbon fiber, proportions and weight of a square meter and a thickness of (28 mm) than the weight of the first model consisting of aluminum and weighing (81 kg), it was less than (22.7%). Then the fifth model, which consisted of an outer layer of aluminum with a thickness of five millimeters and another inner layer of aluminum of the same thickness, and between the inner and outer layer eighteen layers of carbon fiber, where the percentage of decrease in it compared to the first model by up to (19.2%), and worse a model in terms of weight is the second model was made of steel, which has a weight that is almost twice the weight of the first model.
The Amount of Excess Weight from the Design of an Armored Vehicle Body by Using Composite Materials Instead of Steel
Feb 28, 2022Journal International Journal of Heat and Technology
Publisher International Information and Engineering Technology Association
DOI 10.18280/rcma.320101
Issue 1
Volume 32
In this paper, the amount of excess weight resulting from the design of a mathematical model composed of composite materials will be calculated and compared with a mathematical model of an armored steel structure. Five different models were designed, one of which is made of steel, the other part is made of composite materials, and a section of steel and composite materials, and then tested for resistance to stresses and compared the weight of each structure with that of the steel component by taking the maximum stress as a basic criterion for weight comparison. The results showed that the best model was the second model fiberglass, where the percentage of weight loss was compared to the steel model (73.77%), in addition to the wall thickness (62 mm) and the wall thickness of the steel model with which the comparison was (60 mm), but the displacement is (7. 24 mm), and in the steel model it is (1.827 mm). The best model compared to steel in terms of resistance to maximum stress, less displacement and less weight was the model consisting of steel with carbon fiber and its thickness was (47 layers& 57 mm, 2 layer & 10 mm steel and 45 layer & 45 mm carbon fiber), and the percentage of weight loss compared to the first mathematical model (60.96%). The results of this research may be a key to obtaining alternative materials for traditional materials in the manufacture of armored hulls, aircraft and ships, and it has a lower weight.
Effect of heat-treatment temperature on the corrosion behaviour of cold worked 6111 aluminium alloy
Apr 9, 2021Journal Journal of the Korean Society for Precision Engineering
Publisher Korean Society for Precision Engineeing
DOI 10.7736/JKSPE.020.114
Issue 6
Volume 38
The present investigation studies the effects of heat treatment temperature on the corrosion behavior of cold worked 6111 aluminum alloy. The specimens were cold worked at different cold working ratios, namely, 10, 20, and 40%. They were then heat treated at 100, 200, and 400°C. Corrosion tests were performed using tap water with 0.01 M sodium hydroxide, as a corrosive medium, and the weight loss of the corroded specimens plus the corrosion rates were then calculated. Experimental results showed that corrosion rates depended on the amount of cold working percentage and the heat treatment temperature. Corroded surfaces were also photographed and analyzed. The graphs revealed large numbers of corrosion pits, in addition to crevice corrosion and fine grains of rust, and these rusts were cultivated to scales that were detached from the surfaces and were subjected to corrosive medium. © 2021 Korean Society for Precision Engineeing. All rights reserved.
A comparison study between base and forced excitation at the top floor for multi-story structure
Mar 25, 2020Journal AIP Conference Proceedings
Publisher American Institute of Physics Inc.
DOI 10.1063/5.0000424
Volume 2213
Multistory buildings may subjected to many types of vibration excitation which affect their structures and properties. The period of vibration or natural frequency is an important parameter in building design as it governs the effect of wind or earthquake. A four story model has been constructed which simulates a multi-story shear structure (like a building). This model is connected to a shaker and a system of accelerometers to measure the dynamic response of that model and to make a comparison for two types of vibration excitations: base excitation and forced excitation at the top floor in order to investigate the dynamic response for the two cases. The results for the base excitation showed that the fundamental natural frequency was less than that for forced excitation at the top floor, and new natural frequencies have appeared in the spectrum. The level of vibration for the natural frequencies is higher compared to forced excitation. The overall level of vibration is higher too, and looks like the system became a self-excitation. The mode shapes for the two cases were determined also, and compared to show that the more critical case is the base excitation. © 2020 Author(s).