Investigating glazing system simulated results with real measurements

Over the past decades there has been a great deal of research related to simulation programs that calculate glazing thermal performance. In this study, several glazing systems were designed using VISION 3 (University of Waterloo, 1992) and WINDOW-6 (Lawrence Berkeley National Laboratory, 2010). The systems were fabricated and experimentally tested in-situ for a summer month. It was found that in most cases the predicted results of the glass temperature matched those measured, though slight discrepancies were observed during periods of high solar radiation, particularly for more complex systems and systems with shading devices.

Designing for thermal comfort near a glazed exterior wall

In many highly glazed buildings, the thermal comfort of the occupants will tend to be related to the incoming solar energy and the heat transfer behaviour of the glazing. In this study, several glazing systems were designed using the software tools VISION 3 (University of Waterloo 1992) and WINDOW-6 (Lawrence Berkeley National Laboratory 2011), with a view to improving thermal environment of occupants near the glazed wall of a commercial office. The systems were fabricated and experimentally tested to validate the software modelling results. Subsequently, the glazing systems were retro-fitted to the office and tested in situ for a summer month. Results of this testing, in the form of Fangers’ predicted mean vote (PMV) and the predicted percentage dissatisfied (PPD), are presented, and some options for improving the thermal environment in this near-façade zone are discussed.

Strain rate effects on the energy absorption of rapidly manufactured composite tubes

As a result of recent increases in fuel prices and the growing number of accident fatalities, the two major concerns of the automotive industry and their customers are now occupant safety and fuel economy {1, 2]. Increasing the amount of energy and optimizing the manner in which energy is absorbed within vehicle crush zones can improve occupant survivability in the event of a crash, while fuel economy is improved through a reduction in weight.  Axial crush tests were conducted on tubular specimens of Carbon/Epoxy (Toray T700/G83C) and Glass/Polypropylene (Twintex). This paper presents results from the tests conducted at quasi-static rates at Deakin Unniversity, Victoria Australia, and intermediate rate tests performed at the Oak Ridge National Laboratory, Tennessee  USA.   The quasi-static tests were conducted at 10mm/min (1.67x10-4m/s) using 5 different forms of initiation. Tests at intermediate rates were performed at speeds of 0.25m/s, 0.5m/s, 0.75m/s 1m/s, 2m/s and 4m/s. Quasi-static tests of tubular specimens showed high specific energy absorption (SEA) values with 86 kJ/kg for Carbon/Epoxy specimens. The SEA of the Glass/Polypropylene specimens was measured to be 29 kJ/kg. Results from the intermediate test rates showed that SEA values did not fall below 55kJ/kg for carbon specimens or 35kJ/kg for the Glass/Polypropylene specimens. When compared with typical steel and aluminium, SEA values of 15 kJ/kg and 30kJ/kg respectively, the benefits of using composite materials in crash structures is apparent.                                                                     

The effect of cure cycle heating rate on the fibre/matrix interface

Development of civil aerospace composites is key to future “greener” aircraft. Aircraft manufacturers must improve efficiency of their product and manufacturing processes to remain viable. The aerospace industry is undergoing a materials revolution in the design and manufacture of composite airframes. The Airbus A350 and Boeing 787 (both due to enter service in the latter part of this decade) will push utilisation levels of  composite materials beyond 50% of the total airframe by weight. This  change requires massive investment in materials technology, manufacturing capability and skills development. The Quickstep process provides the ability to rapidly cure aerospace standard composite materials whilst providing enhanced mechanical properties. Utilising fluid to transfer heat to the   composite component during the curing process allows far higher heat rates than with conventional cure techniques. The rapid heat-up rates reduce the viscosity of the resin system greatly to provide a longer processing window introducing greater flexibility and removing the need for high pressure during cure. Interlaminar fracture toughness (Mode I) and Interfacial Shear Strength of aerospace standard materials cured using Quickstep have been    compared to autoclave cured laminates. Results suggest an improvement in fibre-matrix adhesion.