Designand Analysisof Composite Sandwich Struturefor Automotive Application
Designand Analysisof Composite Sandwich Struturefor Automotive Application
Designand Analysisof Composite Sandwich Struturefor Automotive Application
CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION:
A vehicle has to be designed with minimum weight in order to maximize fuel
efficiency and acceleration performance. However, it is particularly difficult to achieve a
lightweight body structure for large cars using conventional materials such as steel.
Aluminum is a potential alternative for vehicle body construction but is significantly
more expensive than steel. FRCs comprises a category of materials that may offer
advantages in terms of weight and cost when compared to conventional steel and
aluminum alloys. But the feasibility of FRCs as a structural material for automotive
applications can be affected by impact energy absorption and crush requirements. GFRP
and CFRP composites appear to be important candidates for automotive applications and
basically have a layered structure supported by an epoxy-type resin. [5]
The constitutive modeling of such laminated composites which are anisotropic
and inhomogeneous poses significant challenges. For computational efficiency in
numerical simulation of full vehicle crashes, phenomenological material models have to
be used. This approach leads to difficulties in detailed prediction of different modes of
failure of FRCs such as matrix cracking, fiber breakage, fiber-material de-bonding, de-
lamination, etc. which are observed in experiments.[5]
Manufacture from cars and trucks to ships and helicopters. In automotive
applications primary energy absorbers, such as bumpers, are designed to absorb the
energy from small impacts seen in circumstances such as parking accidents. At higher
velocities the energy is absorbed in impact crumple zones, with the aim of preserving the
passenger cell integrity and limiting the forces seen by the occupant. Extensive research
into energy absorbing properties of composite tubes has shown that, under appropriate
conditions and with the correct design, composite materials can absorb more energy per
unit mass than an equivalent metallic structure. The way they absorb the energy with a
constant crush load is in line with the ideal deceleration curve. A constant load and
therefore constant deceleration is seen as ideal because the crash energy is absorbed for a
minimum deceleration level experienced by the occupant. Metals fail by plastic buckling,
which causes oscillations of the crush load (see Figure 1.1).
This means that higher deceleration levels are experienced by the occupant for the
same level of energy dissipation. Also due to the nature of their failure mode composites
are able to crush for a greater proportion of their length before the compaction of the
material causes the sustained load to rise sharply. Therefore, their importance in the
design of modem crashworthy components is growing considerably. [1]
Occupant so motor vehicles are injured or killed in different types of crash events, side,
rear, rollovers, and others. With each type of crash, there are different crash severities,
causes, and risk of injuries to the occupant for a given type of vehicle. The most severe
accident situations are frontal impact crashes. After frontal impact crashes, these condo
most severe type of automobile impact sin the United States are side impacts, which
result in serious head and pelvic injuries to the occupants. The statistics in Figure1.1 are
derived from Volvo’s accident database, containing 27,500 crashes involving Volvo cars
only [1].
Over the years, researchers have carried out a wide range of studies and analyses
on front impact crashes. They have largely been successful in reducing the injury
parameters sustained by the vehicle occupant [1].
Many design and material changes have been made in an effort reduce injury severity,
mainly by improving frontal impact protection techniques.
Nearly 30,000 vehicle occupants die every year in front impact crashes, of which more than
50% of deaths are due to head injuries. Impacts with poles represent a significant portion of
the vehicular collisions. Fixed object collisions account for less than 8% of all crashes in the
USA, but they represent early 30% of overall fatal crashes.
Fig 1.4: Comparison off frontal and side impact crash injuries
1.1.1 Motivation:
Much automotive search has been aimed at developing automotive structures to sustain
impact loading in diverse crash conditions such as, frontal perpendicular, angular, offset and
side collisions. This research has enabled manufacturers to replace existing structural parts
with new materials and design stat improves the structural performance of the automobile.
An increased focus on occupant safety has been the basis for developing the most
comfortable, as well as fuel and environmentally efficient cars. The increasing application
of composite materials in the automobile industry, and the specific strength that they offer,
is the core reason for replacing the existing front bumper of the Ford Taurus withstand
witch beam material. Sandwich beam materials the combination of solid laminate as the
face sheet, and rigid foams the core. This offers better strings than absorbs more impact
energy, when compared with existing front bumpers.
1.1.2 Crashworthiness:
The ability o the vehicle to absorb energy and to prevent occupant injuries in the event of an
accident is referred to as crashworthiness. The vehicle must be designed so that, at higher
speeds, it so occupant does not experience net deceleration greater than
20g .Crashworthiness can be categorized in to three basic areas :material engineering and
design, combustion and fire, and medical engineering (biomechanics) .Crashworthiness
features include air bags, seat belts, crumple zones, side impact protection ,interior padding,
and head rests. These features are updated with new, safer, and better designs.
Structural crashworthiness involves absorption of kinetic energy by considering design sand
materials suitable for controlled and predictive energy absorption. In this process, the
kinetic energy of the colliding bodies is partly converted in to internal work of the bodies
involved in the crash. Crash events are non-linear, and may in valve material failure, global
and local structural in stabilities, and failure of joints. In addition, strain-rate and inertia
effects may play an important role in the response of the structure in evolved.
Crashworthiness of a materials expressed d in terms of its specific energy absorption,
ES=F/DS, where D Sis the density of the composite material and Fist he crush stress. In
order to protect passengers during an impact, a structure based on strength and stiffness is
far from being optimal .Rather, the structure should collapse in a well-defined deformation
zone, and keep the forces well below dangerous acceleration levels. However, since the
amount of absorbed energy equals the area and earthen load deflection curve, the two
abovementioned criteria are somewhat contradictory.
Bumper beam absorbs the accidental kinetic energy by deflection in low-speed impact and
by deformation in high-speed impact. The safety regulations low-, and high-speed, and
pedestrian impacts along with new environmental restrictions end-of-life vehicles increased
the complexity level of bumper system design. The new bumper design must be flexible
enough to reduce the passenger and occupant injury and stay intact in low-speed impact
besides being stiff enough to dissipate the kinetic energy in high speed impact. The
reinforcement beam plays a vital role in safety and it must be validated through finite-
element analysis (FEA) and experimental tests before mass production.
The careful design and analysis of bumper beam effective parameters can optimize the
strength, reduce the weight, and increase the possibility of utilizing biodegradable and
Mech Engg. Dpt., ICOER, Wagholi, PunePage 5
Design and Analysis of Composite Sandwich Structure for Automotive Application
recyclable materials to reduce the environmental pollution. Developing the correct design
and analysis procedures prevents design re-modification. On the other hand, analysis of the
most effective parameters conducive to high bumper beam strength increases the efficiency
of product development. Cross section, longitudinal curvature, fixing method, rib thickness,
and strength are some of the significant design parameters in bumper beam production. This
study critically reviews the related literature on bumper design to come up with the optimal
bumper beam design process. It particularly focuses on the effective parameters in the
design of bumper beam and their most suitable values or ranges of values. The results can
help designers and researchers in performing functional analysis of the bumper beam
determinant.
in car body. The car bumper is designed to prevent or reduce physical damage to the front
and rear ends of passenger motor vehicles in low-speed collisions. Automobile bumpers are
not typically designed to be structural components that would significantly contribute to
vehicle crashworthiness or occupant protection during front or rear collisions. It is not a
safety feature intended to prevent or mitigate injury severity to occupants in the passenger
cars. Bumpers are designed to protect the hood, trunk, grille, fuel, exhaust and cooling
system as well as safety related equipment such as parking lights, headlamps and taillights
in low speed collisions that can be achieved by composite sandwich structure.
● To reduce cost.
● To develop a new composite sandwich structure with chopped strand mat (CMS),
● Defining how much weight of bumper can be reduced after analysis and cost
reduction.
CHAPTER 2
LITERATURE REVIEW
2.1 Overview of Composite Materials:
A composite material is made when two or more materials usually ones that have
very different properties. The two combining materials work together to give the composite
such unique properties. However, within the composite you can easily tell the different
materials apart as they do not dissolve or blend into each other. Composite materials are not
new, since materials are known to have been used by the ancient Egyptians, whom embedded
straw in bricks to improve their structural capabilities. Nowadays, the increases in numbers
of the usage of composite materials are greatly seen. Nowadays, composites have been
widely used for airframes, automobile components and even in the oil and gas industries,
especially for the offshore applications. Although composite materials seems to have more
advantages for vast industrial applications and overcoming the usage of steel and alloys,
there are still properties that needs further researches and investigations regarding the
material; its fire-proofing characteristics and their reaction in the event of fire. Therefore, in
this chapter, related theories and literature review of previous work and research made on
this field will be discussed.
S-glass, R-glass, C-glass and Cemfil. The code E in E-glass fiber stands for electrical.
Almost 90% of the composites fabrication in aerospace industry used E-glass fiber as
reinforcements. This is because of its high corrosion-resistance, high strength-to-weight ratio,
low thermal conductivity, adequate optical properties, low electrical conductivity,
dimensional stability, good energy savings and light in weight.
Fig 2.2: Different physical forms supplied of glass reinforcements; fine ground,
chopped, woven
resistance to most chemicals, good resistance to creep and fatigue, high strength and good
electrical properties. To fabricate the composites, fiberglass hand lay-up construction method
will be used in this research. There are major advantages of using hand lay-up methods; low
molding costs, it is widely and commonly used, it is possibility for large products small
series products.
2. The process is very simple and versatile. Any fiber type material can be selected with
any fiber orientation.
3. The cost of making a prototype part is very low because a simple mold can be used to
make the part. In addition, the raw material used for this process is liquid resin, mat
and fabric, material, which are less expensive than preparing material.[7]
2. The process is mostly is suitable for prototype as well as for making large structures.
5. The quality of the part produced is consistent form part to part. High fiber volume
fraction cannot be manufactured using this process.
Design flexibility:
Composites have an advantage over other materials because they can be molded into
complex shapes at relatively low cost. This gives designers the freedom to create any
shape or configuration. Boats are a good example of the success of composites.
Corrosion Resistance:
Composites products provide long-term resistance to severe chemical and
temperature environments. Composites are the material of choice for outdoor
exposure, chemical handling applications, and severe environment service.
Durability:
Composite products and structures have an exceedingly long life span. Coupled with
low maintenance requirements, the longevity of composites is a benefit in critical
applications. In a half-century of composites development, well-designed composite
structures have yet to wear out.
bumper beams. There were four main strategic parameters being studied during the test
modeling in the first step for metallic material. Firstly, the material, i.e., how the type of
material can affect the impact specifications and what kind of materials can be used as
replacement in order to lower part weights. The effect of module of elasticity and yield
strength on impact behavior of bumper beam was under investigation in this section.
Secondly, the thickness, i.e., how the bumpers beam thickness can affect the impact
specifications. Thirdly, the shape, i.e., how even small changes and modifications can result
in easier manufacturing processes and lessening material volume without lowering the
impact strength.
There are several models and systems for bumpers of passenger cars. Traditional
models have corrugated open section areas for installing some car elements and increasing
bending strength of the bumper. Main parts of the conventional bumper systems are depicted
in (Fig.2.4).
bounce off each other or collide and crumple together and travel together with the same
speed after the collision. But which would be more damaging to the occupants of the
automobiles the rebounding of the cars or the crumpling up of the cars? Contrary to popular
opinion, the crumpling up of cars is the safest type of automobile collision. If cars rebound
upon collision, the momentum change will be larger and so will the impulse. A greater
impulse will typically be associated with a bigger force. Occupants of automobiles would
certainly prefer small forces upon their bodies during collisions. In fact, automobile designers
and safety engineers have found ways to reduce the harm done to occupants of automobiles
by designing cars, which crumple upon impact. Crumple zones are sections in cars, which are
designed to crumple up when the car encounters a collision. By crumpling, the car is less
likely to rebound upon impact, thus minimizing the momentum change and the impulse.
Crumple zones minimize the effect of the force in an automobile collision.
The most dangerous case is that of a head on collision during which the front
compartment is brought into play. In a more typical frontal collision it is not surprising to
find collapsing of the dashboard, piercing of the steering column, intrusion of engine
assembly, pedals, and other miscellaneous part into the occupant compartment, shattering of
windshield in occupant compartment, thereby endangering occupants life. In case of a rear
impact, it may happen that the fuel tank might be damaged due to the collision making it
susceptible to explosions. There by also putting the safety of rear passengers at stake. In case
of side impact, the whole vehicle experiences a sideways force. This exerts a large amount of
force on the occupants neck, as it is not used to sideways thrusts. Also, it is common that the
occupant is jolted in opposite direction and might hit the opposite window. The next
intrusion is the displacement of the steering assembly with the buckling around of column
forcing the steering wheel backwards and possibly upwards. This used to be the major cause
of fatalities amongst drivers but some designs now reduce the displacement to small
amounts. Injuries arose from the excessive strength of the hub sometimes combined with the
hand wheel mounted a weak spokes. Hence one way to minimize the impact on occupants is
to maximize the impact on the automobile. (The impact energy is absorbed by the automobile
itself and very little is passed on to the passenger compartment.) Ideally the car has seat belt
pretension and force limiters which tighten up the seat belts as soon as the car hits the barrier,
but before the airbag deploys. The seatbelt then absorbs some of the kinetic energy as you
move forward towards the airbag. Milliseconds later the force limiters kick in making sure
the force in the seatbelts doesnt get too high. Next the air bag deploys and absorbs some
more of the forward motion for protecting you from hitting anything hard. To minimize the
risk of injury, the kinetic energy has to be removed as slowly and evenly as possible. In
recent years, the automobile industry has attempted to improve safety through a number of
technological developments. One technique, which has been proven to be successful,
involves the use of crumple zones positioned in specific areas of an automobile. Crumple
zones are created by the integration which has been proven to be successful, involves the use
of crumple zones positioned in specific areas of an automobile.
The effect of collisions in cars having crumple zones is less serve due to prolonged
time of impact in comparison with cars without crumple zones.[14]
2.6.2 Principle:
Before looking at the specifics, lets review the knowledge of the laws of motion. We
know that moving objects have momentum. Unless an outside force acts on it, the object will
continue to move at its present speed and direction. When your body is moving at the speed
of 35 mph (56 kph), it has a certain amount of kinetic energy. After the crash, when you
come to a complete stop, you will have zero kinetic energy. To minimize the risk of injury,
the kinetic energy has to be removed as slowly and evenly as possible.
Crumple zones are created by the integration of variable grades of steel and fiberglass
into the front and rear-end assemblies of the automobile. Occasionally, crumple zones are
used in the actual frame of the automobile creating a point for the frame to buckle when
subjected to extreme stress. These crumple zones yield during impact, redirecting the energy
of the collision- often reducing the chance of injury to the driver. The following diagrams
illustrate the effect of crumple zones in automobiles. In figure2.6 , a steel block travels at a
constant velocity towards a cement wall, representing an automobile without crumple zones.
Initially, the block has kinetic energy, represented by the expression, Mv²/ 2. As the² block
collides with the wall, it exerts a force on the wall, after which the wall exerts an equal and
opposite force on the block.
The magnitude of this force is illustrated by the amount of kinetic energy regained by
the block. At the moment of impact, the steel block immediately rebounds in an elastic
manner, regaining nearly all of its kinetic energy, and consequently experiencing a large
force. In figure 5, aluminum can travels at a constant velocity towards a cement wall,
representing an automobile with crumple zones. As the can collides with the wall, it does not
regain all of its initial kinetic energy. Instead, some of the kinetic energy is transferred into
heat and sound energy, resulting in a smaller force experienced by the can. Amount of force
experienced by the car as shown in the example has been lessened by the action of crumple
zones. Crumple zones also decrease the severity of an accident by creating a phenomenon
known in the automobile industry as Controlled deceleration Generally, this means that if the
time it takes for an automobile to come to rest or change direction is increased, the force
experienced by the automobile is decreased.[15]
Where, M - is mass
V - Is initial velocity
V1 - is the final velocity and
KEnc - is the non-conservative kinetic energy, or the sound and heat
energy lost in the collision.
This phenomenon is expressed more formally through the application of Newtons
second law of motion, as: - . F = M * a
Where, a = can be represented by the change in velocity over the change in time.
From this equation, it is clear that as the time of the collision decreases, the force
experienced by the automobile increases dramatically. For example, if a 1000 Kg. Car
collides with a wall at 14 m/s (32 mph), the force experienced by the car is expressed as:
F = 1000(2-14) / Δt
The resulting negative sign indicates direction of the force. The graph of this function
is shown in figure 2.8, illustrating how force changes as time changes. Observe that the
greater the time over which the collision occurs, the smaller the force acting upon the object.
Thus, to minimize the effect of the force on an object involved in a collision, the time must
be increased, and to maximize the effect of the force on an object involved in a collision, the
time must be decreased. The better the crumple zone, the more effective it is in increasing the
time of a collision.
▪ Engineers stamp wave and rip patterns onto sheets used in crumple zones. In
▪ During the deformation of the front crumple zone, the engine, transmission
▪ In addition to a conventional front crumple zone built into the nose of the
2.7 Experimental Analysis of Bumper Beam with Glass fiber based CMS Composite
Laminates:
For the current study, the specimens necessary for tensile and compressive tests are
fabricated using laminated chopped strand mat (CSM) plies with arbitrarily oriented E-glass
fibers bonded with a polymeric matrix material. Polymers can be divided into two broad
categories, namely, thermoplastic and thermoset. Thermoplastic polymers can be heat-
softened, melted and reshaped as many times as desired by the application of heat; on the
other hand, a thermoset polymer which is formed in-situ through chemical reactions cannot
be melted by the application of heat. Polyester resin is an example of a thermoset polymer. It
is adopted in the present study primarily for its ease of use. The polymeric matrix for present
composite material is prepared by mixing required amount of chalk powder (calcium
carbonate), polyester resin, accelerator and catalyst. Cobalt and MEKP (Methyl Ethyl Ketone
Peroxide) respectively are the accelerator and catalyst. Hand lay-up process has been
employed to fabricate the specimens and the same are cured in room temperature. In future,
procedures such as vacuum bagging and autoclaving are planned for producing specimens of
higher consistency. The 2-ply tensile and compressive test specimens are shown in Figures
2.9 and 2.10. The compression specimens are short with low slenderness ratio so that chances
of buckling are eliminated. The dimensions of the tensile test specimens are consistent with
the ASTM 3039 standard.[5]
The stress-strain curves of tensile and compressive test specimens are shown in
Figures 3 and 4 respectively. The tensile stress-strain curves shown below display a non-
linear behavior from the beginning without a well-defined yield point and also the failure is
of brittle manner. Although the CSM plies are made of randomly oriented glass fibers, test
specimens in Figure 1 have been cut from a 2-ply sheet in three different directions which are
designated as 0o (parallel to one of the edges of the square 2-ply sheet), 45o and 90o to
verify the expected quasi-isotropic nature of the present laminates. In Figure 2.11, such an
anticipation regarding the quasi-isotropic nature of the 2-ply CSM laminate is confirmed as
stress-strain behaviors are seen to be similar in all three directions considered. Thus, if a
failure criterion for unidirectional or bidirectional composites is used in modeling the
behavior of current CSM-based composites, strengths in longitudinal and transverse
directions can be assumed as same. For predicting the mechanical behavior of the CSM
laminates, it may be instructive to use average strengths in tension and compression based on
tests carried out in multiple specimens. Thus, the average variation of compressive stress
with respect to compressive strain in three tests is shown in Figure 4. Both the tension and
compression tests are carried out in a UTM under quasi-static conditions at a cross-head
speed of 1 mm/min. It is seen from Figures2.11 and 2.12 that the strengths in tension and
compression can be quite different; in general for an FRC, the compressive strength is
perceptibly lower than the tensile strength. Tensile coupon and short cylinder compression
tests were carried out also for 4-ply and 6-ply CSM laminates. The average material
properties of 2-, 4- and 6-ply laminates are given in Table 1. It is noted from Figure 2.12 that
there appears to be no distinct failure strain in compression in contrast to tensile failures
which are well-defined and of brittle nature.
Table 2.1: Average mechanical properties of 2-ply, 4-ply and 6-ply laminate
2.9.3 Safety:
There are different bumper safety regulations for passengers car, issued by safety
organization, insurance companies or original equipment manufacturer (OEM). Insurance
companies usually offer more severe conditions in order to decrease their own costs. This
study follows safety criteria of the European car manufacturer.
(1) Low impact test: Longitudinal pendulum impact test by 4.0 km/h (2.5 mph), and corner
pendulum impact test by 2.4 km/h (1.5 mph) with any bumper visual, functional, and
safety damages.
(2) High speed test: No bumper damage or yielding after 8 km/h (5 mph) frontal impact into
a flat, rigid barrier.
(3) Pedestrian impact test: In this test, a leg-form impactor is propelled toward a stationary
vehicle at a velocity of 40 km/ h (25 mph) parallel to the vehicles longitudinal axis. The
test can be performed at any location across the face of the vehicle.
and plastic deformations that occur in bumper system. In aluminum bumper due to the low
stiffness, the impact area of beam is wide. It means a wider area of bumper is involved. So
plastic deformation and consequently, dissipated energy is small since coefficient of
restitution is bigger than other metal. Another observation is the difference in impact
velocities. With comparison among Figs.2.20-2.22 clearly shows that there is a difference in
impact velocities among magnesium, steel and aluminum bum- per. In aluminum bumper
difference between impactor velocity and vehicle velocity after impact is higher than steel
and magnesium bumper. In other words, in aluminum bumper more kinetic energy from
impactor transfers to the vehicle. It means that in steel and magnesium bumpers, reduction of
impactor velocity and increasing of vehicle velocity are lower than aluminum bumper. It can
be proved by abovementioned impact laws. Another parameter to study was impact force. To
compare the differences among impact forces, the impactor inertia force in three states was
defined as a common criterion i.e. how the impactor decelerates due to the combined effects
of the bumper and car. According to Fig.2.23 , the impact force in aluminum bumper is the
lowest; meanwhile it applies in a longer time interval. This phenomenon is due to lower
rigidity of aluminum.
Table 2.4: Material properties of the models
The effect of yield strength on impact behavior is studied with three different
specifications on aluminum alloys. Properties of these aluminum alloys are shown 2.4. Fig.
2.24 demonstrates comparison of bumpers deflection for different aluminum bumpers. The
maximum deflection and remained plastic deflection after impact decrease with increasing
the aluminum strength. Also, maximum deflection time and separation point in high-strength
aluminum occur early. All phenomena are attributed to the yield strength of aluminum. For
different aluminum bumpers, difference between vehicle and impact or velocities after
impact increases by increasing the yield strength. Figs.2.25 show these velocities.
Accordingly, more kinetic energy transfers to the vehicle and as a result lesser energy
dissipates. According to these figures, the velocity of impactor is not reduced to zero. The
major reason is plastic deformation that occurs in the bumper and holders. So, bumper
system collides in elastically with coefficient of restitution of lower than one and
consequently plastic strain energy dissipate during an impact. Impactor velocity after impact
may be determined by standard formulae, the car begins to obtain kinetic energy at the same
time the impactor loses it. Since the whole of impactor kinetic energy does not transfer to the
car and a portion of this energy converts to elastic and plastic strain energy impactor velocity
does not become zero and also the car does not accelerate to the impact or initial velocity of
4km/hr
The middle point of the bumper has the same velocity as the impactor when it is in
direct contact with it. At the time of separation, the bumper becomes once again part of the
car and thus begins vibrating to adjust its velocity to that of the car. The velocity reported for
bumper is average amount for the nodes mentioned at its middle which are contacted to the
impactor at the time of impact. In Fig.2.26, the impact forces in aluminum bumper beams are
shown. It is observed from this figure that the average impact force decreases by decreasing
the aluminum strength Thus, in comparison with steel and magnesium, using of high-
strength aluminum with more thickness, while has a better performance in impact, can be
obtained lighter structure.
CHAPTER 3
MATERIALS AND EXPERIMNTATION
This chapter describes the details of processing of the composites and the
experimental procedures followed for their mechanical characterization. The raw materials
used in this work are:
1. E glass fiber (chopped strand mat) and core mat.
2. Epoxy resin.
5. Cobalt (Accelerator).
● Tensile testing were conducted according to ASTM standards D 638, specimen strain
response rate calculated for150 mm gauge length , width 25 mm, 4mm thickness .[2]
● Testing is done in DUTECH INDIA LAB., LTD., Pune on 40 ton UTM machine
● Charpy test specimens normally measure 55*10*6mm and have a notch machined
across one of the larger faces. The notch dimensions are v-shaped notch, 2mm deep,
with 450 angle and 0.25mm radius along the base
● The charpy impact test, also known as the charpy v-notch test, is a standardized high
strain rate test which determines the amount of energy absorbed by a material during
fracture. This absorbed energy is a measure of a given materials toughness and acts as
a tool to study temperature-dependent brittle-ductile transition. It is widely applied in
industry, it is easy to prepare and conduct and result can be obtained quickly and
cheaply. But major disadvantage is that all results are only comparative
Material Testing: car bumper beam specimen was collected from accidental car in car
garage
Test Method: IS 8811-1998
Method for emission spectrometric analysis of plain carbon and low alloy steels point to
plane technique
Testing laboratory: NDT METAL SOLUTION LABORATORY, Pimpri, Pune-411018
Result:
Table3.4: Chemical Composition after Spectrometry Test
Element C Mn Si S P
From above % of element we get steel AISI4000 steel having following mechanical
properties
Table 3.5: Mechanical Properties of AISI 4000 Steel
Impact
Density Young Tensile Compressive Poisson's
Property Energy
(Ρ) Mod (E) Strength(Mpa) Strength(Mpa) Ratio(µ)
Absorbed (J)
Value 7.85g/cc 196 Gpa 275 Mpa 1650 Mpa 0.27 9 joules
CHAPTER 4
RESULT
Table 4.2: Result comparisons of Composite and AISI 4000 Steel impact bumper beam
composite Impact
DESCRIPTION Steel Impact Beam % change
Bumper Beam
Strength(N/mm2)
CHAPTER 5
CONCLUSION
sandwich structure bumper beam with increase in thickness having same strength but
less weight (38 % weight is reduced)
increases.
● Impact energy absorption due to use of core mat is maximum as compared to steel
material
● Due to use of chopped strand mat in composite tensile strength is reduced but impact
CHAPTER 6
SCOPE FOR FUTURE WORK
There is a very wide scope for future scholars to explore this area of research. This
work can be further extended to study other aspects of such composites sandwich structure
with woven raven mat reinforced in epoxy resin and study effect of fiber type, fiber
orientation, loading pattern, fiber treatment in finding mechanical properties for new
applications.
CHAPTER 7
REFERENCES