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Available online 5 February 2014
Keywords:
Al/CFRP hybrid
Square hollow section (SHS) beam
Axial dynamic crushing test
Crash box application
a b s t r a c t
Crashworthiness characteristics and axial collapse with damage propagation behavior of an aluminum/
CFRP hybrid square hollow section beam were investigated under dynamic axial crushing load for crash
box application. The low speed impact test referred to the RCAR regulations was performed with ve different lay-up sequences and two different laminate thicknesses. Both tip ends of hybrid specimen were
clamped by a specially designed jig to assign a similar boundary condition with an auto-body crash test
model. Each different direction of carbon bers offers respective crashworthiness characteristics, and the
characteristics from each direction were mixed when stacked together. The specic energy absorbed and
crush force efciency were improved simultaneously up to 38% and 30%, respectively in the Al/CFRP
hybrid SHS beam with a [0/90]2n lay-up sequence, and they were slightly improved by increasing the
thickness of the CFRP laminate.
2014 Elsevier Ltd. All rights reserved.
1. Introduction
The crash box located between bumper and side rails protects
passengers and expensive vehicle components by absorbing initial
kinetic energy in a frontal vehicle crash event by ensuring a low
plastic ow stress level on the auto-body frame [1]. The performance of the crash box can be evaluated on the basis of the Research Council for Automobile Repairs (RCAR) regulations [2].
Numerous previous works have attempted to determine the cross
section shape of the crash box by experimental and numerical analyses. They considered rectangular, octahedral, and hexagonal cross
sections [3]. A rectangular cross section showed the best crashworthiness in a full car model crash test involving a bumper, crash
boxes, front side members, and sub-frames. The reduced mean
width of hexagonal and octahedral cross sections caused torsion
and global buckling collapse behavior. Therefore, in this work, we
focus on a rectangular cross section beam for crash box application.
Fiber reinforced laminate composites have been widely used for
optimization of super-lightweight vehicle body structures to improve stiffness and crashworthiness characteristics with less
weight increment [4]. Composites with specially designed lay-up
sequences can absorb much more energy than metal in the
anticipated loading direction [5]. However, composites are brittle
and consequently it is impossible to apply composites structures
Corresponding author. Tel.: +85 350 3033; fax: +82 350 3210.
E-mail address: leejungju@kaist.ac.kr (J.J. Lee).
http://dx.doi.org/10.1016/j.compstruct.2014.01.042
0263-8223/ 2014 Elsevier Ltd. All rights reserved.
as collapsible energy absorbers. On this background, a metal/composites hybrid SHS beam was considered in this work for crash box
application in super-lightweight electric vehicles (EVs). A hybrid
SHS beam is one of the most conventional ways to improve the
stiffness, strength, and crashworthiness characteristics of energy
absorption members simultaneously [6] regardless of load direction. The catastrophic failure mode of composites with brittle
behavior is caused by unstable interlaminar and interlayer crack
propagation. However, it can be changed to a progressive failure
mode when the fracture of the composites is guided by the plastic
deformation of aluminum, and as a result the composites can show
ductile failure behavior in a hybrid SHS beam [7]. Therefore, a metal/composites hybrid SHS beam can also be used as collapsible energy absorbers.
Numerous researchers have investigated the axial crushing
behavior and crashworthiness characteristics of metal/composites
hybrid tubes by considering various factors: geometry and shape,
composites lay-up sequence, metal surface treatment, loading
speed, foam lling, specimen length, etc. [816].
In previous works [11,12,1416], many researchers investigated
the crashworthiness characteristics of metal/composites hybrid
tubes depending on the composites lay-up sequence. However,
they focused on hybrid specimens reinforced by angle-ply (h)
laminated composites, and they were fabricated by a lament
winding method. The ply angle was related to the direction of reinforcement bers based on the axis of the specimen. The axial direction of the specimen was parallel to the crushing load direction. A
structure is 300 kg. To meet the low speed crash test conditions referred to the RCAR regulations [2], P3DigiCar strikes into a rigid
wall at 16 km/h velocity such that crash energy of 2960 J should
be sustained by the bumper and crash box. Each of these components was assumed to sustain the same amount of crash energy,
1480 J [3]. The controlled crash energy of 15311620 J was applied
to the pure aluminum specimen and hybrid specimen by a 250 kg
rigid carrier horizontally moving at 3.53.6 m/s as shown in Fig. 2.
In the dynamic crash test, the same amount of crash energy is applied to all specimens so that the crushed length related to the
crashworthiness characteristics is comprehensively different
depending on the hybrid specimen and its lay-up sequence.
A dynamic crash testing machine was designed to evaluate the
axial collapse behavior with damage propagation and crashworthiness characteristics of the Al/CFRP hybrid SHS beam [19]. As shown
in Fig. 2, the testing machine is composed of 4 parts: a hydraulic
unit that triggers the carrier; a rail; a specially designed jig for
applying the clamped boundary condition to the hybrid specimen;
and a damper for shock-absorption of excess energy. The stroke of
the hydraulic piston is 1000 mm, and the piston is triggered by a
compressed ow inside two accumulators with a capacity of 37 l.
A 250 kg rigid carrier can move along the rail and crash into the
specimen.
Boundary conditions are a very important issue in a dynamic
crash test, because they affect the crashworthiness characteristics
of energy absorption members. The crash box is connected with
other structural members, side rails and bumper, by a clamped
boundary condition in the vehicle body structure. However, it is
impossible to apply the clamped boundary condition to the hybrid specimen by welding, because of the externally laminated
CFRP and difculties in spot welding for aluminum. Therefore,
we specially designed a wedge type jig, as shown in Fig. 3. We
clamped the pure aluminum specimen and hybrid specimen between the inner and outer holders on the die set, and 16 M8 bolts
and 5 xers were used to clamp both 10 mm end tips of specimen. We could thereby set the clamped boundary condition.
The dynamic axial crushing load was measured by 4 piezoelectric quartz crystal commercial load cells (9071A), and the 4 load
data sets were combined. A high-speed video camera was used
to observe the axial collapse with damage propagation behavior,
and it also measured the displacement between the rigid carrier
and specially designed jig. The video camera could record each
test over 5000 frames/s so that detailed collapse behaviors could
be observed. The axial crushing load and displacement results
against time were merged to produce the loaddisplacement
curve results, and the response time was on average
28 ms, resulting in an average of 3300 load data points being recorded during the axial crash event. Three specimens were tested,
and they were averaged to compare the crashworthiness
characteristics.
Table 1
Material properties of the aluminum (Al6063T5) and CFRP with different lay-up
sequence.
Materials
Youngs modulus
(GPa)
Tensile strength
(MPa)
Density (kg/
m3)
Al6063T5
CFRP [0]2n
CFRP [90]2n
CFRP [0/90]n
CFRP [+45/
45]n
57.1
142.9
7.8
78.7
17.1
221.4
2063.8
62.5
1244.6
231.7
2700
1600
Al: Aluminum.
CFRP: Carbon ber reinforced plastic.
Al SHS beam
Film adhesive
CFRPs laminate
Silicone mold (inside)
Silicone mold (outside)
Vacuum bag
Breather
Plate
Vacuum tube
Fig. 1. Schematic diagram of vacuum bagging for the Al/CFRP hybrid SHS beam
with lm adhesive application ready to go inside an autoclave.
Table 2
Dimension information of the Al SHS beam specimen and Al/CFRP hybrid SHS beam specimen.
Specimen type
Dimension
c c h l (mm)
Weight (g)
c/h
Al SHS beam
60
60
1.96
250
305.2
30.6
mm laminate thickness
Al/CFRP
Al/CFRP
Al/CFRP
Al/CFRP
Al/CFRP
65.11
65.07
65.07
65.07
65.07
65.11
65.07
65.07
65.07
65.07
2.42
2.4
2.4
2.4
2.4
250
250
250
250
250
347.7
348
342.5
343.5
348
26.9
27.1
27.1
27.1
27.1
mm laminate thickness
Al/CFRP
Al/CFRP
Al/CFRP
Al/CFRP
Al/CFRP
65.71
65.65
65.69
65.63
65.71
65.71
65.65
65.69
65.63
65.71
2.72
2.69
2.71
2.68
2.72
250
250
250
250
250
374.1
369
372.8
372.5
374
24.2
24.4
24.2
24.5
24.2
Al: Aluminum, CFRP: carbon ber reinforced plastic, SHS beam: square hollow section beam.
c: Width, h: thickness, l: length.
In the Al/CFRP [0]2n specimen (Fig. 5(a)), the Al SHS beam was
reinforced by carbon bers parallel to the crushing load direction
and consequently the axial stiffness superior to that of the other
hybrid specimens with different lay-up sequences. The highest
peak crushing load was recorded, because the plastic buckling
behavior of Al SHS beam was highly resisted by the CFRP [0]2n
laminate, which had the highest axial bending resistance at the initial crash moment, as shown in Fig. 6(B.1), and the crushing load
increased very sharply. Severe debonding failure between Al and
CFRP was observed when plastic buckling occurred on the Al layer
immediately after the peak crushing load, and is attributed to the
absence of carbon bers in the hoop direction. A splaying failure
mode, ascribed to crack propagation between carbon bers, was
observed on the CFRP layer, as shown in Fig. 7(B.5). Some parts
of the debonded CFRP laminate were folded with the Al layer of
lobes, and the CFRP laminate that remained bonded at the opposite
clamped end of the specimen maintained a high level of strength in
the axial direction. Therefore, this specimen recorded the shortest
crushed length.
In the Al/CFRP [90]2n specimen (Fig. 5(b)), the Al SHS beam was
reinforced by carbon bers in the hoop direction, which was perpendicular to the crushing load direction, and as a result the
mechanical properties of the epoxy matrix mainly was dominant
to the axial direction. The stiffness of the epoxy matrix was lower
than that of aluminum. Therefore, the axial bending resistance of
the hybrid specimen was low so that a similar level of peak crushing load with that of the pure aluminum specimen was recorded.
Also, the gradient of the crushing load increase to the peak crushing load was also similar to that of the pure Al specimen. It was
anticipated that formation of a layer of lobes would be resisted
by carbon bers in the hoop direction. However, the carbon bers
were broken on the local sides and edges where the rst layer of
lobes started to form, as shown in Fig. 6(C.3 and C.4). As a result,
the carbon bers could not exert a sufcient reinforcement effect.
However, the crushed length was decreased, due to the carbon bers in hoop direction effectively resisted the formation of the second layer of lobes. Matrix cracks propagated only in the hoop
direction between carbon bers and did not propagate to the wide
area, as shown in Fig. 7(C.5). Debonding failure between the Al and
CFRP layers and delamination failure between CFRP laminas occurred in the smallest area among the hybrid specimens with different lay-up sequences. However, the crushed length was very
long, due to the low strength of the epoxy matrix in the axial
direction.
In the Al/CFRP [0/90]n specimen (Fig. 5(c)), the Al SHS beam
was reinforced by carbon bers both in the axial and hoop directions. The CFRP laminate with a [0/90]n lay-up sequence has rel-
Hydraulic unit
Carrier
Rail
Fig. 2. Dynamic crash testing machine to evaluate the axial collapse behavior with damage propagation and crashworthiness characteristics of Al/CFRP hybrid SHS beam.
Inner holder
Outer holder
Die set
Inner fixer
M8 bolt
Crash box Jig
Outer fixer
Outer fixer
Inner holder
Outer holder
Fig. 3. Specially designed wedge type dynamic crash test jig for Al/CFRP hybrid SHS beam to apply a clamped boundary condition similar to the real connection between the
crash box and other structural members.
A.1
A.2
A.3
A.4
A.5
through ber breakage, matrix cracking, delamination, and debonding, but they were not signicant.
The crushed length (DL) signicantly affected the crashworthiness characteristics, because the same amount of crash energy was
applied. The crushed length was dened by the difference in the
specimen length between before and after the dynamic axial crash
test. Long crushed length means that more material is used to absorb the same amount of crash energy, and the mass of the crushed
part of specimen was calculated by comparing the specimen length
ratio between before and after the dynamic axial crash test. Short
crushed length means that damage to the vehicle body structure is
small and a sufcient safety zone for passengers can be secured.
The shortest crushed length was obtained, in order, with layup sequences of [0]2n, [0/90]n, [90/0]n, [90]2n, and [+45/45]n in
the hybrid specimen, and the hybrid specimen with high strength
in the axial direction recorded short crushed length. However,
when comparing the hybrid specimens with [0/90]n and [90/
0]n lay-up sequences, which had the same mechanical properties,
the [0/90]n specimen had smaller crushed length. This is attributed to resistance to debonding failure between Al and CFRP [0]
ply by the CFRP [90] ply. Therefore, the position of each CFRP
ply with designed ber angle direction is also important for the
crashworthiness characteristics. The crushed length was decreased
when the thickness of the CFRP layer was increased from n = 1 to
n = 2 except in the [+45/45]n lay-up sequence, which showed
the tearing failure mode on the edge side. However, the crushed
length was not decreased sufciently, because the debonding and
delamination failure were severe with increasing thickness of the
CFRP layer.
The mean crushing load (Pmean), which is an important design
variable for a crash box, could be dened by the ratio of absorbed
energy and crushed length. The variation trend of the mean crushing load depending on the lay-up sequence and laminate thickness
was the same as that of the crushed length (DL). The hybrid specimen with high mean crushing load can absorb energy with less
deformation of structural members.
The peak crushing load (Pmax) is related to the possibility of
damage to connected members and the injury of passengers, and
it was dened as the initial maximum crushing load in the load
displacement curves of Fig. 5. Some previous works tried to reduce
the peak crushing load by using a 45 chamfer at the end of the
specimen [1113]. However, a clamped boundary condition should
be applied for the crash box application in this work. The peak
crushing load was related to the mechanical properties of CFRP
in the axial direction, and a high peak crushing load was recorded
in the order of [0]2n, [0/90]n, [90/0]n, [+45/45]n, and [90]2n.
Furthermore, the peak crushing load was higher in the specimen
with thick CFRP (4 plies of prepreg) than the specimen with thin
CFRP (2 plies of prepreg).
To evaluate the crashworthiness performance of pure Al SHS
beam and Al/CFRP hybrid SHS beam, parameters of specic energy
absorption (SEA) and crush force efciency (CFE) were dened as
follows:
SEAEs
The absorbed energy (E), which is the area under the loaddisplacement curves in Fig. 5, was calculated by numerical integration. In all pure Al and Al/CFRP hybrid specimens, energy of
1560 J (20 J) was absorbed, because the same amount of crash energy was applied by the 250 kg rigid carrier horizontally moving at
3.53.6 m/s. Among the crash energy of 15311620 J from the rigid
carrier, only average 1560 J of crash energy was absorbed in the
specimen. The remaining energy was absorbed in the damper installed to protect the dynamic crash test machine. Furthermore,
the hybrid specimen also absorbed the crash energy non-linearly
CFEg
lDL
Pmean
Pmax
Pmean
3:2-1
3:2-2
Es: SEA, g: CFE, E: absorbed energy, l: mass/unit length of the specimen, DL: crushed length, Pmean: mean crushing load, and Pmax: peak
crushing load. To consider the material or geometry variation in the
specimen, the normalized total absorbed energy by mass needs to
be considered to compare the energy absorption capability, and it
is determined from the SEA. A high SEA value means that the crash
box can become lighter. The CFE is related to the energy absorption
(a)
(b)
160
B.1
Al SHS beam
150
Al SHS beam
140
140
130
130
150
B.2
120
o
o
C.1
120
110
110
100
Load (kN)
Load (kN)
160
90
B.4
80
70
60
B.5
100
80
C.4
70
60
50
50
40
40
30
30
20
C.2
90
C.5
20
B.3
10
C.3
10
10
15
20
25
30
35
40
45
50
55
10
15
Displacement (mm)
(c)
25
30
35
40
45
50
55
Displacement (mm)
(d)
160
160
Al SHS beam
150
140
E.1
130
110
Load (kN)
100
90
80
D.4
70
D.5
60
120
D.2
110
140
120
Al SHS beam
150
D.1
130
Load (kN)
20
E.2
100
90
80
E.4
70
60
50
50
40
40
E.5
30
30
20
20
D.3
10
E.3
10
0
0
0
10
15
20
25
30
35
40
45
50
55
(e) Al /
10
15
20
25
30
35
40
45
50
55
Displacement (mm)
Displacement (mm)
160
Al SHS beam
150
F.1
130
120
F.2
110
Load (kN)
140
100
90
80
70
F.5
60
F.4
50
40
30
20
F.3
10
0
0
10
15
20
25
30
35
40
45
50
55
Displacement (mm)
Fig. 5. Representative loaddisplacement curves of Al/CFRP hybrid SHS beam depending on the lay-up sequence and the laminate thickness of CFRP layer.
efciency, and a high value of CFE indicates that the behavior of the
specimen is close to the ideal energy absorber and the uctuations
of the loaddisplacement curve are less and thus we can guarantee
less injury to the occupants [16].
The crashworthiness performances (SEA and CFE) are presented
in Table 3, and they are compared in Fig. 8 by the normalized value
to the pure aluminum specimen results. The crashworthiness performances were changed by the specic direction of carbon bers
when comparing the specimens with [0]2n, [90]2n, and [+45/
45]n lay-up sequences. In the Al/CFRP [0]2n specimen, even
though the SEA was highly improved, the CFE was relatively low,
because the high strength of carbon bers in the axial direction reduced the crushed length and increased the peak crushing load at
the same time. In the Al/CFRP [90]2n specimen, the CFE was highly
improved, but the SEA was relatively low. This trend was opposite
to that of the Al/CFRP [0]2n specimen. The low mechanical properties of epoxy matrix which was dominant in the axial direction
caused a similar level of peak crushing load to that of the pure Al
specimen. And, the crushed length could also be reduced a little
bit by resisting the formation of the second layer of lobes. In the
Al/CFRP [+45/45]n specimen, both the SEA and CFE could not
be improved. The peak crushing load was increased by the scissoring effect of 45 carbon bers, and the crushed length was not reduced by the occurrence of tearing failure behavior on the edge of
the Al SHS beam as shown in Fig. 7(F.5). The multi angle-ply (different ply angles) laminated hybrid specimen, [0/90]n and [90/
0]n, showed mixed crashworthiness performance from each reinforcement direction: axial and hoop directions. In the Al/CFRP [0/
B.1
C.1
D.1
E.1
F.1
B.2
C.2
D.2
E.2
F.2
Debonding
B.3
Delamination
C.3
D.3
E.3
F.3
Delamination
Aluminum
Carbon fiber
failure
B.4
C.4
CFRP
D.4
E.4
F.4
D.5
E.5
F.5
Carbon fiber
failure
B.5
Splaying
failure mode
C.5
Crack propagation
Carbon fiber
failure
Carbon fiber
failure
Fig. 6. Representative progressive buckling behavior of Al/CFRP hybrid SHS beam and the damage propagation on CFRP layer depending on the lay-up sequence at each
separate point: the separate points are coincident with the marked points in Fig. 3.1-1. (B.: CFRP [0]2n, C.: CFRP [90]2n, D.: CFRP [0/90]n, E.: CFRP [90/0]n, F.: CFRP [+45/
45]n).
90]n specimen, both the SEA and CFE were improved simultaneously. The SEA and CFE were improved by 28% and 22%, respectively, in the specimen with a 0.304 mm (2 plies of prepreg) CFRP
layer and 38% and 30%, respectively, in the specimen with a
0.608 mm (4plies of prepreg) CFRP layer. However, in the Al/CFRP
[90/0]n specimen, the reinforcement effect of the outermost [0]
ply was lost by delamination failure at the initial crash event and
the crashworthiness performances were thus not improved greatly
compared to Al/CFRP [0/90]n. As the thickness of the CFRP layer
was increased (from n = 1 to n = 2), both the SEA and CFE were
slightly increased in the Al/CFRP [0/90]n specimen. However, in
the other specimen, similar or lower SEA and CFE values were recorded, due to the weight increment of specimen and severe debonding and delamination failure by increasing the thickness of the
CFRP laminate.
4. Conclusion
An Al SHS beam, a representative light weight auto-body frame
component, was externally reinforced by CFRP composites to
simultaneously improve its lightweightness, stiffness, and crashworthiness. The Al/CFRP hybrid SHS beam was applied to the crash
box, which is located between the bumper and the side rails in an
auto-body structure to protect occupants and vehicle components
during an axial crash event. Five different CFRP lay-up sequences
and two CFRP thicknesses ([0]2n, [90]2n, [0/90]n, [90/0]n,
[+45/45]n, where n is 1 or 2) were applied to consider the crashworthiness characteristics of Al/CFRP hybrid SHS beams, depending on the reinforcement direction of carbon bers and the
thickness ratio of the Al layer and the CFRP layer. The surface of
A.5
B.5
C.5
Fiber failure
Debonding
Crack propagation
Crack propagation
D.5
E.5
F.5
Plastic deformation
manner of CFRP layer
Debonding
Fiber failure
Delamination
Tearing failure mode at
edge of Al SHS beam
Fig. 7. Failure shapes of the pure aluminum specimen and hybrid specimen with different lay-up sequence after the axial crash test. (A.5: pure aluminum, B.5: CFRP [0]2n,
C.5: CFRP [90]2n, D.5: CFRP [0/90]n, E.5: CFRP [90/0]n, F.5: CFRP [+45/45]n).
Table 3
Crashworthiness characteristics of pure aluminum SHS beam and Al/CFRP hybrid SHS beam with different lay-up sequences.
Specimen type
Al SHS beam
Al/CFRP [0]2 SHS beam
Al/CFRP [90]2 SHS beam
Al/CFRP [0/90] SHS beam
Al/CFRP [90/0] SHS beam
Al/CFRP [+45/45] SHS beam
Al/CFRP [0]4 SHS beam
Al/CFRP [90]4 SHS beam
Al/CFRP [0/90]2 SHS beam
Al/CFRP [90/0]2 SHS beam
Al/CFRP [+45/45]2 SHS beam
Mass/length, l
(g/mm)
1.22
1.39
1.39
1.37
1.37
1.39
1.5
1.48
1.49
1.49
1.5
56.9
37.3
45.3
40.9
43.4
50
33
43.2
34.7
39.5
50.1
the SEA and CFE were not improved, because of the carbon bers
scissoring effect increased the peak crushing load and tearing failure behavior on the edge of Al SHS beam changed the crushing
Absorbed energy,
E (J)
SEA, Es (J/g)
1520
1550
1560
1590
1530
1560
1510
1580
1590
1560
1560
22.2
29.8
24.7
28.4
25.7
22.4
30.6
24.7
30.7
26.5
20.8
CFE,
g ()
27.2
41.5
34.4
38.9
35.3
31.2
45.8
36.5
45.8
39.4
31.1
102.5
145.8
101.2
119.9
111.1
111.7
160.7
105.3
132.8
131.5
126.5
0.265
0.285
0.34
0.324
0.318
0.279
0.285
0.347
0.345
0.3
0.246
10
References
(a) 1.6
Al SHS beam
n=1 (2Ply)
n=2 (4Ply)
1.5
Normalized SEA
1.4
1.3
1.2
1.1
1.0
Reference
0.9
0.8
o
[0 ]2n
[90 ]2n
[0 /90 ]n
[90 /0 ]n
[+45 /-45 ]n
Stacking Condition
(b) 1.6
Al SHS beam
n=1 (2Ply)
n=2 (4Ply)
1.5
Normalized CFE
1.4
1.3
1.2
1.1
1.0
Reference
0.9
0.8
o
[0 ]2n
[90 ]2n
[0 /90 ]n
[90 /0 ]n
[+45 /-45 ]n
Stacking Condition
Fig. 8. Comparison of crashworthiness characteristics depending on the lay-up
sequence and laminate thickness of Al/CFRP SHS beam specimen. (a) Normalized
specic energy absorbed (SEA). (b) Normalized crush force efciency (CFE).
cant due to the weight increment and the severed debonding and
delamination failure.
Acknowledgements
This work was supported by the National Research Foundation
of Korea (NRF) grant funded by the Korea government (MSIP) (No.
2010-0028680).
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