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![Illustration of barreling. Source: adapted from [17].](publication/287340571/figure/fig4/AS:1088659608600578@1636568085171/Illustration-of-barreling-Source-adapted-from-17_Q320.jpg)
Short cylindrical specimens made of AA6082-T6 aluminum alloy were studied experimentally (compression tests), analytically (normalized Cockcroft-Latham criteria—nCL), and numerically (finite element analysis—FEA). The mechanical properties were determined with the stress-strain curves by the Hollomon equation. The elastic modulus obtained experimen...
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... The combustion chamber of the engine was designed following Heywood,. (2018) Compression ratio r c = [30] V d Is the displaced or swept volume and V c is the clearance volume Ratio of cylinder bore to piston stroke; R bs = B/L [31] Ratio of connecting rod length to crank radius R = l/a [32] The cylinder volume V at any crank position θ is V = V c + (l + a -s) [33] Figure 1: Geometry of cylinder, piston, connecting rod and the crankshaft B -Bore, L-stroke, l-connecting rod length, a -crank radius θ -crank angle, s is the distance between the crank axis and the piston pin axis and is given by S = acosθ + (l 2 -a 2 sinsin 2 θ ) 1⁄2 [34] The above equation becomes V/V c = 1 + 1/2 (r c -1) [R +1 -cosθ -(R 2 -sin 2 θ) 1⁄2) [35] Combustion chamber surface area A at any crank positionθ, A = A ch + A p + πB(l + a -s) [36] ...
... Is the displaced or swept volume and is the clearance volume Ratio of cylinder bore to piston stroke; = [30] Ratio of connecting rod length to crank radius R = [31] The cylinder volume V at any crank position is V = + (l + a -s) [32] Fig 1: Geometry of cylinder, piston, connecting rod and the crankshaft B -Bore, L-stroke, l-connecting rod length, acrank radius θcrank angle, s is the distance between the and the piston pin axis and is given by ...
... Is the displaced or swept volume and is the clearance volume Ratio of cylinder bore to piston stroke; = [30] Ratio of connecting rod length to crank radius R = [31] The cylinder volume V at any crank position is V = + (l + a -s) [32] Fig 1: Geometry of cylinder, piston, connecting rod and the crankshaft B -Bore, L-stroke, l-connecting rod length, acrank radius θcrank angle, s is the distance between the crank axis and the piston pin axis and is given by ...
Engineering designs are important in engine production. This research aimed at incorporating engineering principles and practices into the developed single piston diesel engine at Kevoton. Tests on the already innovated engine were carried out to evaluate the performance of the existing engines in terms of power, torque, rpm and exhaust temperature. Designs of the major components were generated together with material selection , which helped in determining whether the used material was appropriate for engine production. Results showed that the engine runs at a speed of 1800 rpm, a torque of 5 Nm, and a power of 10 HP with 2.4 liters per hour of fuel. The major components of the engine include the engine piston, the crankshaft, connecting rod, cylinder head and the camshaft. The power obtained after carrying out the new design was 13 HP, with a 5 Nm torque as well as 1 liter of fuel consumed per hour. It was realized that some components were not meeting the design specifications and the design was below the minimum required power of 13 HP. Power produced was less than 13 HP that was required to handle the purpose of engine manufacture, the engine was designed to be a prime mover to do most of the local. It was identified that the need of the engine should be considered as a primary requirement when coming up with the designs, the choice of injectors affect the amount of exhaust and engine testing requires consideration while designing an engine.
... 27 Rather, the model predictions corroborated the findings of de Silva Scari et al. that low E values were generated by non-parallelism between the end-faces of the test specimen. 28 The optimum parallelism which could be achieved between cylinder end faces in the current test program was ± 25 µm (± 0.001 in.). However, this very small non-parallelism was a contributor to the lower-than-expected values of E. ...
Elastic modulus (E) and coefficient of thermal expansion (CTE) properties were measured for 91.84Sn-3.33Ag-4.83Bi solder (wt.%, abbreviated Sn-Ag-Bi) as a function of temperature (T) in the range of −50°C to 200°C. Test specimens were in the as-fabricated condition or post-aged for 24 h at 125°C or 150°C. The 91.25Sn-2.25Ag-0.5Cu-6.0Bi alloy was similarly tested, but only in the as-fabricated condition. Dynamic (oscillatory) mechanical testing measured E(T). Dilatometry documented CTE versus T. The Sn-Ag-Bi E(T) ranged from 48 ± 1 GPa at −50°C to 20 ± 4 GPa at 195°C. The values were insensitive to the aging treatments. The slope, ΔE(T)/ΔT, of the as-fabricated Sn-Ag-Bi alloy revealed three minima at −41°C, −20°C and 105°C and a valley/peak combination at 146°C. Only the −20°C minimum persisted after the aging treatments, which resulted from short-range ordering between the Bi and Sn atoms. The minima at −41°C and 105°C were attributed to Bi redistribution by re-solutionization and precipitation, while the valley/peak artifact at 146°C was likely caused by non-equilibrium Bi-Sn regions. The Sn-Ag-Cu-Bi E(T) ranged from 50 ± 2 GPa at −50°C to 22 ± 3 GPa at 195°C. The Sn-Ag-Cu-Bi alloy did not exhibit the minima and peak/valley behaviors in its ΔE(T)/ΔT plots. The CTE values of the as-fabricated Sn-Ag-Bi alloy ranged from 14 ± 5 ppm/°C at −50°C to 24 ± 4 ppm/°C at 195°C and were unaffected by the aging treatments. The Sn-Ag-Cu-Bi showed comparable CTE values representing the as-fabricated. These findings allow the Sn-Ag-Bi properties of E(T) and CTE(T) to be considered as surrogates for the Sn-Ag-Cu-Bi alloy in both phenomenological analyses and computational models.
... El proceso de laminación en frío es un proceso de compresión directa, la fuerza que se aplica sobre la superficie de una pieza plana permite que el metal fluya en ángulos rectos respecto a la dirección de compresión es el mismo caso para el ensayo de compresión estática, al aplicarse cargas estáticas, la dirección de su eje longitudinal y el rozamiento existente en-tre los platos de la máquina, adquiriendo una forma de barril, Figura 1. [18,22,23] En la Figura 2a, se observan tres zonas de interés científico, ya que al realizar cortes de manera longitudinal, se observan tres zonas: 1.-zona nula de deformación, 2.zona de deformación plástica permanente y 3.-zona de abarrilamiento. [25] Autores hacen referencia en la forma geométrica para los ensayos de compresión estática debido a que el esfuerzo tiene un comportamiento uniforme. [1,14,21]. ...
The comparative study of compression and lamination of three groups of specimens in different microstructural conditions of the ZnAlAg alloy and recognized for its superplastic behavior. They are compressed at staggered loads to homogenize and refine the grain size. The X-ray diffraction identified the crystalline phases a, ?, and the intermetallic e. The X-ray diffraction (XRD) shows a position and evolution according to the applied load. The microhardness test carries out in the plastic and packing zone with a diamond indenter and a 50gf load under the ASTM E384 standard. The evolution in the diffraction peaks, microhardness, and applied load found a relationship statistically. The alloy Zn - 22% Al - 4% Ag can be heat treated before a deformation process, allowing more plasticity due to the refinement grain, the distribution of the intermetallic e, and the absence of work hardening allow a softening or a negative slope of the Hall-Petch model. Key Words: Hall-Petch, ZnAlAg alloy, DRX, Superplasticity
... This allows for the tunability of the sensor to the desired geometric constraints. Here, the static deflection is governed by the maximum allowable gap in the sensor (0.25 mm) and is selected to keep the maximum stresses developed in the component within the elastic limit of 70 GPa [28]. ...
Here, we report a vibration sensor based on a single-electrode mode triboelectric nanogenerator (TENG). The main objective of this study is to develop a vibration sensor (architecture) that can be employed in any application with minor design changes to meet individual objectives. Hence, a cantilever-based vibration system is selected, which offers optimum design control in fine-tuning the sensor to operate in the desired frequency spectrum. The cantilever's proof mass is suspended by isotropic linear elastic material constituting a scalable and tunable cantilever–mass system. The oscillations create contact separation between the triboelectric-active layers (i.e. fluorinated ethylene–propylene copolymer and screen-printed zinc oxide), which develop triboelectric waveforms. This voltage waveform is used for both sensing and powering mechanisms. At resonance, the device produces peak-to-peak voltage, short-circuit current, and power density of 25 V, 10 µA, and 1.38 W m−2, respectively. To measure the influence of change in cantilever properties, we varied the number of cantilevers and evaluated the sensor performance. The sensor is reliable with >99% accuracy in a broad frequency range of 0–400 Hz. The sensor exhibits a maximum sensitivity of 14 V g−1 and can charge a 1 µF capacitor to 2.75 V in <150 s. The sensor is further tested on a lab-scale vacuum pump with known (induced) faults to estimate the sensor's competence in detecting the machinery faults. Considering the market acceptability, the sensor is developed with established manufacturing techniques such as screen-printing, and laser cutting. This study hopes to bridge the lab-to-market gap for TENG-based (vibration) sensors.
... However other results obtained by given authors on aluminium 6061, there is a close relationship as per Table 22. According to (Raj 2013), the compression test results obtained from different samples of aluminium alloy were; Scari et al., (2014), the results obtained are as follows; ...
... Yadav et al., (2017) carried out tests on Al 6061/ 15wt. % MoS 2 , Scari et al., (2014) conducted tests on AA6082-T6 Aluminium at room temperature, Heysler et al., (2001) conducted tests on AlSiMgCuNiFe, Ahamed et al.,( 2019) performed tests on Al-6061 metal matrix composite, Anilchandra et al., (2017) tested the composition of AlSi 9 Cu 3 (Fe) and all these authors made deductions as per the results in Table 27. ...
Engineering designs are important in engine production. This research aimed at incorporating engineering principles and practices into the developed single piston diesel engine at Kevoton. Tests on the already innovated engine were carried out to evaluate the performance of the existing engines in terms of power, torque, rpm and exhaust temperature. Designs of the major components were generated together with material selection, which helped in determining whether the used material was appropriate for engine production. Results showed that the engine runs at a speed of 1800 rpm, a torque of 5 Nm, and a power of 10 HP with 2.4 liters per hour of fuel. The major components of the engine include the engine piston, the crankshaft, connecting rod, cylinder head and the camshaft. The power obtained after carrying out the new design was 13 HP, with a 5 Nm torque as well as 1 liter of fuel consumed per hour. It was realized that some components were not meeting the design specifications and the design was below the minimum required power of 13 HP. Power produced was less than 13 HP that was required to handle the purpose of engine manufacture, the engine was designed to be a prime mover to do most of the local. It was identified that the need of the engine should be considered as a primary requirement when coming up with the designs, the choice of injectors affect the amount of exhaust and engine testing requires consideration while designing an engine.
... -The Aluminum 6082-T6 compression stress-strain curve is first obtained from the work of [27]. The curve is obtained from compression test (experiment) on standard compression test specimen. ...
... Meanwhile, the shaker mass is set to be M s = 1 × 10 6 kg and the car's mass is set to be M = 1045 kg. The compression test data keyed into material library of ANSYS for the purpose of compression test analysis is given by Fig. 5 [27]. The boundary condition of the compression analysis is given in Fig. 6, the right side of the box is pushed to the left with constant velocity while the left side of the box is constrained in all direction. ...
The problem considered in this work is the development of simulation method for simulating car crash which utilizes simple car-impact attenuator model developed in MATLAB. Usually, car crash simulation is done using full finite element simulation which could take hours or days depending on the model size. The purpose of proposed method is to achieve quick results on the car crash simulation. Past works which utilizes simple car-impact attenuator model to simulate car crash use continuous time model and the impact attenuator parameter is obtained from the experimental results. Different from the related works, this work uses discrete time model, and the impact attenuator parameter is obtained from finite element simulation. Therefore, the proposed simulation method is not only achieving quick simulation results but also minimizing the cost and time in obtaining the impact attenuator parameter. The proposed method is suitable for parametric study of impact attenuator.
... So, to verify Eq. 2, the experimental data for the medium specimen 1 ' and for the long specimen 3' were used (see Tab. 5). Yet, for short specimen, the experimental data were taken from Scari et al (2014) where the experimental elastic modulus (15.8 GPa -see Tab. 5) agrees with the obtained by Kalidindi et al (1997) (15.9 GPa). According to Tab. 5: ...
... In this study, the influence of three aspect ratios and three strain rates on the elastic modulus and yield stress obtained by compression tests were evaluated. Ten cylindrical specimens of each medium and long aspect ratios, made of AA6082-T6 aluminum alloy, were tested and, for short aspect ratio, the data were taken from Scari et al. (2014). It was shown that the influence of strain rate on the experimental results was imperceptible, while the aspect ratio plays a major role in this study: the higher the aspect ratio, the higher the elastic modulus and the lower the strain, but buckling may occur and thus limits the load (or displacement) to be applied on the specimen. ...
Concerning compression test of linear hardening materials, friction and oblique contact between platen and specimen along with the aspect ratio of the specimen and strain rate may lead to low values of the elastic modulus measured (E exp). Solid cylindrical specimens of AA6082-T6 aluminum alloy were evaluated experimentally at room temperature, varying the aspect ratio (length-to-diameter ratio: L 0 /D) and strain rates. It was observed that the higher the aspect ratio, the higher the elastic modulus and the lower the strain, but buckling may occur and thus limits the load (or displacement) to be applied on the specimen. A formulation to correct (E exp) was proposed but, as expected, the agreement with the reference value for aluminum alloys (69,9 GPa) was obtained only for long specimen. Yet, AA6082-T6 showed slight sensitivity to the strain rate.
... *Note that these are only an approximation based on the conditions and assumptions we make in their measurements. this case, the Young's modulus across all strain rates is more-or-less constant and has an average of 66.2 ± 3.0 GPa, which is comparable to some of aluminum alloys [69][70][71]. The Poisson's ratio, determined by averaging the slopes of the quasi-static lateral vs. axial strain curves taken at 0.005 strain, is found to be 0.24 ± 0.01 in the current material. ...
A study on the microstructure and composition, micro-hardness and strain-rate-dependent compressive behaviors, and the associated failure mechanisms of an ultra-lightweight Mg-Li-Al alloy were conducted. X-ray diffraction and X-ray photoelectron spectroscopy showed a multi-phase material with ~35 wt% Li and ~20 wt% Al, and a dendritic "fishbone" microstructure resulted from the high percentage of both Li and Al. Micro-indentation measurements showed a superior hardness (1.63 ± 0.08 GPa) that is > 1.5x higher than other Mg-Li-Al alloys reported in the literature, with a low density (~1.68 g/cm 3) comparable to Mg alloys. Strain-rate-dependent uniaxial compression experiments demonstrated no strain-rate-sensitivity in the peak strength (699.4 ± 74.0 MPa) at strain rates between 10 −5 and 10 3 s −1. High-speed imaging revealed a shear-mode brittle fracture under both quasi-static and dynamic conditions, with an additional splitting crack mechanism observed under dynamic loading. Crack propagation speeds demonstrated a positive correlation with strain rate from ~480 m/s at ~100 s −1 to ~1000 m/s at ~2000 s −1. Post-mortem analysis showed that the "fishbone" structure with a peeling fracture mechanism appears to be the dominant site promoting shear failure across all strain rates.
... The numeral model also showed higher stress concentration at the specimen's edge during the compression test. 19 Figure 7c, d illustrate the fractography at the interface between the SS 316L and compositionally graded transition of non-HT and HT specimens, respectively. Cleavage, a typical phenomenon obtained from brittle failure, was mainly found in the compositionally graded transition area. ...
Bimetallic structures offer properties that can be customized based on applications, manufactured in one operation. Such manufacturing options are fascinating, as joining two metallic materials, especially for two dissimilar metals without significant defects, is challenging. In this study, 316L stainless steel (SS) to Al12Si aluminum alloy structures were processed, tailoring the compositionally graded interface on a SS 316 substrate using a directed energy deposition (DED)-based additive manufacturing (AM) process. Applying such a compositionally graded transition for joining two dissimilar metals could mitigate the mismatch of mechanical and thermal properties. This study's objective was to understand the processing parameters that influence the properties of AM processed SS 316L to Al12Si bimetallic structures. Two different approaches were used to fabricate these bimetallic structures. The results showed no visible defects on the as-fabricated samples using four layers of Al-rich mixed composition as the transition section. The microstructural characterization showed a unique morphology in each section. The microstructural variation was caused due to various processing parameters such as laser power, powder feed rate, and laser scan speed. FeAl, Fe2Al5, and FeAl3 intermetallic phases were formed at the compositionally graded transition section. After stress relief heat treatment of the bimetallic samples, diffused intermetallic phases were seen at the compositionally graded transition. At the interface, as processed bimetallic structures had a microhardness value of 834.2 ± 107.1 HV0.1, which was a result of the FeAl3 phase at the compositionally graded transition area. After heat treatment, the microhardness value reduced to 578.7 ± 154.1 HV0.1 because of a more Fe-dominated Fe
x
Al
y
phase formation. Compression test results showed that the non-HT and HT SS 316L/Al12Si bimetallic structures had a similar maximum compressive strength of 299.4 ± 22.1 MPa and 270.1 ± 27.1 MPa, respectively. These results demonstrated that the applied heat treatment conditions only had a minor impact on samples' compression strength.
... Compression measurement method is exploited according to the following equations [26]: ...
... In addition, the strain and Young's modulus are evaluated too. Strain can be express by the following equation [26]: ...
Cast alloys of Aluminum (Al), Copper (Cu) and Magnesium (Mg) are considered to be studied. A group of multiple Al-Cu-Mg cast alloys are established under the condition of very high temperatures in this work. Then, different quenching conditions are applied after preparing and treating the cast alloys. These quenching conditions are water, air and oil. Each one of them is employed, analyzed and evaluated. Moreover, extensive experiments are examined to the established alloys by applying various mechanical properties. Examples of these mechanical properties are represented by the hardness and structure. Hardness Vickers (HV), Hardness Brinell (HB) and Tensile Strength (TS) are considered for the hardness. Scanning Electron Microscopic (SEM), Energy Dispersive Spectroscope (EDS), X-Ray Diffraction (XRD) are exploited for the structure. In addition, the mechanical property of compression has also been utilized in this study. The results were achieved interesting and reasonable outcomes.
