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The main goal of this study is to increase the crashworthiness performance of tubular composite to absorb more energy by optimizing the orientation of its fibers. The crashworthiness performance of glass fiber-reinforced polymer (GFRP) composite pipes manufactured using the filament winding process is investigated in detail. The effects of fiber orientation and thickness of tube wall on energy absorption capabilities were investigated through quasi-static compression tests. The composite pipes were produced with 1200 tex E-glass fibers and Epikote 828 resin as the matrix material. The winding angles of ±30°, ±45°, ±55°, ±75°, and ±90° were examined, and the number of winding layers ranged from 1 to 3 were also examined. Quasi-static axial compressive loading was applied to 15 specimens using a hydraulic actuator. The results revealed that single-layered samples experienced buckling damage at low load levels, while an increase in the number of layers led to higher load-carrying capacity and different types of damage. Furthermore, as the number of layers increased, the load-carrying capacity and energy absorption capacity significantly improved. Progressive failure was observed in [±90°] wound samples for all layer configurations, with [±90°]3 exhibiting the highest performance in terms of load-carrying capacity and energy absorption. The damaged shapes indicated a combination of fiber separation, buckling, diagonal shearing failure, and crushing in the upper and lower heads.

The main goal of this study is to increase the crashworthiness performance of tubular composite to absorb more energy by optimizing the orientation of its fibers. The crashworthiness performance of glass fiber-reinforced polymer (GFRP) composite pipes manufactured using the filament winding process is investigated in detail. The effects of fiber orientation and thickness of tube wall on energy absorption capabilities were investigated through quasi-static compression tests. The composite pipes were produced with 1200 tex E-glass fibers and Epikote 828 resin as the matrix material. The winding angles of ±30°, ±45°, ±55°, ±75°, and ±90° were examined, and the number of winding layers ranged from 1 to 3 were also examined. Quasi-static axial compressive loading was applied to 15 specimens using a hydraulic actuator. The results revealed that single-layered samples experienced buckling damage at low load levels, while an increase in the number of layers led to higher load-carrying capacity and different types of damage. Furthermore, as the number of layers increased, the load-carrying capacity and energy absorption capacity significantly improved. Progressive failure was observed in [±90°] wound samples for all layer configurations, with [±90°]3 exhibiting the highest performance in terms of load-carrying capacity and energy absorption. The damaged shapes indicated a combination of fiber separation, buckling, diagonal shearing failure, and crushing in the upper and lower heads.

The main goal of this study is to increase the crashworthiness performance of tubular composite to absorb more energy by optimizing the orientation of its fibers. The crashworthiness performance of glass fiber-reinforced polymer (GFRP) composite pipes manufactured using the filament winding process is investigated in detail. The effects of fiber orientation and thickness of tube wall on energy absorption capabilities were investigated through quasi-static compression tests. The composite pipes were produced with 1200 tex E-glass fibers and Epikote 828 resin as the matrix material. The winding angles of ±30°, ±45°, ±55°, ±75°, and ±90° were examined, and the number of winding layers ranged from 1 to 3 were also examined. Quasi-static axial compressive loading was applied to 15 specimens using a hydraulic actuator. The results revealed that single-layered samples experienced buckling damage at low load levels, while an increase in the number of layers led to higher load-carrying capacity and different types of damage. Furthermore, as the number of layers increased, the load-carrying capacity and energy absorption capacity significantly improved. Progressive failure was observed in [±90°] wound samples for all layer configurations, with [±90°]3 exhibiting the highest performance in terms of load-carrying capacity and energy absorption. The damaged shapes indicated a combination of fiber separation, buckling, diagonal shearing failure, and crushing in the upper and lower heads.

A novel generation of composite sandwich beams with laminated carbon fiber-reinforced polymer skins and pultruded glass fiber-reinforced polymer core materials was examined for their flexural behavior. The strength and failure mechanisms of the composite sandwich beams in flatwise and edgewise configurations were investigated using three-point static bending tests. These sophisticated composite structures must be designed and used in a variety of sectors, and our research provides vital insights into their performance and failure patterns. In comparison to the reference specimens (FGM-1), the carbon nanotube-reinforced specimens’ bending capacity was affected and ranged from −2.5% to 7.75%. The amount of the carbon nanotube addition had a substantial impact on the beams’ application level and load-carrying capacity. Particularly, the application of 0.5 wt% additive in the outermost fiber region of the beams, such as in FGM-4, led to an increase in the bending capacity. However, the stiffness values at the maximum load were decreased by 0.3%–18.6% compared to FGM-1, with the minimum level of the decrease in FGM-4. The experimental results were compared with the theoretical calculations based on the high-order shear deformation theory, which yielded an approximation between 11.99% and 12.98% by applying the Navier’s solution.

A novel generation of composite sandwich beams with laminated carbon fiber-reinforced polymer skins and pultruded glass fiber-reinforced polymer core materials was examined for their flexural behavior. The strength and failure mechanisms of the composite sandwich beams in flatwise and edgewise configurations were investigated using three-point static bending tests. These sophisticated composite structures must be designed and used in a variety of sectors, and our research provides vital insights into their performance and failure patterns. In comparison to the reference specimens (FGM-1), the carbon nanotube-reinforced specimens’ bending capacity was affected and ranged from −2.5% to 7.75%. The amount of the carbon nanotube addition had a substantial impact on the beams’ application level and load-carrying capacity. Particularly, the application of 0.5 wt% additive in the outermost fiber region of the beams, such as in FGM-4, led to an increase in the bending capacity. However, the stiffness values at the maximum load were decreased by 0.3%–18.6% compared to FGM-1, with the minimum level of the decrease in FGM-4. The experimental results were compared with the theoretical calculations based on the high-order shear deformation theory, which yielded an approximation between 11.99% and 12.98% by applying the Navier’s solution.

A novel generation of composite sandwich beams with laminated carbon fiber-reinforced polymer skins and pultruded glass fiber-reinforced polymer core materials was examined for their flexural behavior. The strength and failure mechanisms of the composite sandwich beams in flatwise and edgewise configurations were investigated using three-point static bending tests. These sophisticated composite structures must be designed and used in a variety of sectors, and our research provides vital insights into their performance and failure patterns. In comparison to the reference specimens (FGM-1), the carbon nanotube-reinforced specimens’ bending capacity was affected and ranged from −2.5% to 7.75%. The amount of the carbon nanotube addition had a substantial impact on the beams’ application level and load-carrying capacity. Particularly, the application of 0.5 wt% additive in the outermost fiber region of the beams, such as in FGM-4, led to an increase in the bending capacity. However, the stiffness values at the maximum load were decreased by 0.3%–18.6% compared to FGM-1, with the minimum level of the decrease in FGM-4. The experimental results were compared with the theoretical calculations based on the high-order shear deformation theory, which yielded an approximation between 11.99% and 12.98% by applying the Navier’s solution.

This investigation considered the usability of ceramic waste powder (CWP) in altered quantities in reinforced concrete beams (RCBs). In this way, it was aimed to reduce the environmental impacts of concrete by using CWP as a raw material in RCBs. 12 small-scale shear RCBs with the dimensions of 100 × 150 × 1000 mm were tested in this study. The variations of stirrups spacing and CWP ratio were examined in these specimens. The percentages of CWP by weight utilized in RCBs were 10%, 20%, and 30%, and stirrups spacings were adopted as 270 mm, 200 mm, and 160 mm. At the end of the study, it was determined that more than 10% CWP additive negatively affected the RCBs’ compressive strength. The load-carrying capacity reduced between 30.3% and 59.4% when CWP increased from 0% to 30% as compared to RCB with stirrups spacing of 270 mm without CWP. However, compared to RCB with stirrups spacings of 200 mm and 160 mm without CWP, there were decreases in the load-carrying capacity as 21.4%–54.3% and 18.6%–54.6%, respectively. While the CWP ratio increased, the specimens with 160 mm, 200 mm, and 270 mm stirrups spacings obtained a lower maximum load value. However, with the increase of the CWP ratio in the specimens with 160 mm stirrups spacing, RCBs reached the maximum load-carrying capacity at an earlier displacement value. When stirrups spacing was selected as 270 mm, it was observed that the maximum load-carrying capacity of RCBs reached at a similar displacement value as the CWP ratio increased. Besides, it was resulted that the bending stiffness of RCBs reduced as the quantity of CWP enhanced. The bending stiffness decreased by 29.1% to 66.4% in the specimens with 270 mm stirrups spacing, 36.3% to 20.2% with 200 mm stirrups spacing, and 10.3% to 36.9% with 160 mm stirrups spacing. As an implication of the experiments, the use of CWP up to 10% in RCBs was realized as an economical and environmental approach and is suggested. There is some evidence to report that making use o

This investigation considered the usability of ceramic waste powder (CWP) in altered quantities in reinforced concrete beams (RCBs). In this way, it was aimed to reduce the environmental impacts of concrete by using CWP as a raw material in RCBs. 12 small-scale shear RCBs with the dimensions of 100 × 150 × 1000 mm were tested in this study. The variations of stirrups spacing and CWP ratio were examined in these specimens. The percentages of CWP by weight utilized in RCBs were 10%, 20%, and 30%, and stirrups spacings were adopted as 270 mm, 200 mm, and 160 mm. At the end of the study, it was determined that more than 10% CWP additive negatively affected the RCBs’ compressive strength. The load-carrying capacity reduced between 30.3% and 59.4% when CWP increased from 0% to 30% as compared to RCB with stirrups spacing of 270 mm without CWP. However, compared to RCB with stirrups spacings of 200 mm and 160 mm without CWP, there were decreases in the load-carrying capacity as 21.4%–54.3% and 18.6%–54.6%, respectively. While the CWP ratio increased, the specimens with 160 mm, 200 mm, and 270 mm stirrups spacings obtained a lower maximum load value. However, with the increase of the CWP ratio in the specimens with 160 mm stirrups spacing, RCBs reached the maximum load-carrying capacity at an earlier displacement value. When stirrups spacing was selected as 270 mm, it was observed that the maximum load-carrying capacity of RCBs reached at a similar displacement value as the CWP ratio increased. Besides, it was resulted that the bending stiffness of RCBs reduced as the quantity of CWP enhanced. The bending stiffness decreased by 29.1% to 66.4% in the specimens with 270 mm stirrups spacing, 36.3% to 20.2% with 200 mm stirrups spacing, and 10.3% to 36.9% with 160 mm stirrups spacing. As an implication of the experiments, the use of CWP up to 10% in RCBs was realized as an economical and environmental approach and is suggested. There is some evidence to report that making use o

Carbon nanotube (CNT) reinforcement can lead to a new way to enhance the properties of composites by transforming the reinforcement phases into nanoscale fillers. In this study, the buckling response of functionally graded CNT-reinforced composite (FG-CNTRC) sandwich beams was investigated experimentally and analytically. The top and bottom plates of the sandwich beams were composed of carbon fiber laminated composite layers and hard core. The hard core was made of a pultruded glass fiber-reinforced polymer (GFRP) profile. The layers of FG-CNTRC surfaces were reinforced with different proportions of CNT. The reference sample was made of only a pultruded GFRP profile. In the study, the reference sample and four samples with CNT were tested under compression. The largest buckling load difference between the reference sample and the sample with CNT was 37.7%. The difference between the analytical calculation results and experimental results was obtained with an approximation of 0.49%–4.92%. Finally, the buckling, debonding, interlaminar cracks, and fiber breakage were observed in the samples.

This investigation considered the usability of ceramic waste powder (CWP) in altered quantities in reinforced concrete beams (RCBs). In this way, it was aimed to reduce the environmental impacts of concrete by using CWP as a raw material in RCBs. 12 small-scale shear RCBs with the dimensions of 100 × 150 × 1000 mm were tested in this study. The variations of stirrups spacing and CWP ratio were examined in these specimens. The percentages of CWP by weight utilized in RCBs were 10%, 20%, and 30%, and stirrups spacings were adopted as 270 mm, 200 mm, and 160 mm. At the end of the study, it was determined that more than 10% CWP additive negatively affected the RCBs’ compressive strength. The load-carrying capacity reduced between 30.3% and 59.4% when CWP increased from 0% to 30% as compared to RCB with stirrups spacing of 270 mm without CWP. However, compared to RCB with stirrups spacings of 200 mm and 160 mm without CWP, there were decreases in the load-carrying capacity as 21.4%–54.3% and 18.6%–54.6%, respectively. While the CWP ratio increased, the specimens with 160 mm, 200 mm, and 270 mm stirrups spacings obtained a lower maximum load value. However, with the increase of the CWP ratio in the specimens with 160 mm stirrups spacing, RCBs reached the maximum load-carrying capacity at an earlier displacement value. When stirrups spacing was selected as 270 mm, it was observed that the maximum load-carrying capacity of RCBs reached at a similar displacement value as the CWP ratio increased. Besides, it was resulted that the bending stiffness of RCBs reduced as the quantity of CWP enhanced. The bending stiffness decreased by 29.1% to 66.4% in the specimens with 270 mm stirrups spacing, 36.3% to 20.2% with 200 mm stirrups spacing, and 10.3% to 36.9% with 160 mm stirrups spacing. As an implication of the experiments, the use of CWP up to 10% in RCBs was realized as an economical and environmental approach and is suggested. There is some evidence to report that making use o

Carbon nanotube (CNT) reinforcement can lead to a new way to enhance the properties of composites by transforming the reinforcement phases into nanoscale fillers. In this study, the buckling response of functionally graded CNT-reinforced composite (FG-CNTRC) sandwich beams was investigated experimentally and analytically. The top and bottom plates of the sandwich beams were composed of carbon fiber laminated composite layers and hard core. The hard core was made of a pultruded glass fiber-reinforced polymer (GFRP) profile. The layers of FG-CNTRC surfaces were reinforced with different proportions of CNT. The reference sample was made of only a pultruded GFRP profile. In the study, the reference sample and four samples with CNT were tested under compression. The largest buckling load difference between the reference sample and the sample with CNT was 37.7%. The difference between the analytical calculation results and experimental results was obtained with an approximation of 0.49%–4.92%. Finally, the buckling, debonding, interlaminar cracks, and fiber breakage were observed in the samples.