International Journal of Engineering Trends and Technology (IJETT) – Volume 29 Number 4 - November 2015
Technological Properties and Processing Technologies of
Composite Material: Design and Manufacturing of
Composites
Anurag Dubey1, Kumar Gautam Jha2
1
2
Department of Mechanical and Automation Engineering, Amity University,Noida, India
Department of Civil Engineering, East Point College of Engineering and technology Bangalore India
Abstract- This paper describes an approach, based on
composite materials, technological properties and
processing technologies, Composite Materials are systems
of at least two component materials, with physical
properties that are not attainable by individual components
acting alone in different industry. The materials used in
automotive industry need to fulfil several process. Some of
the process are the results of regulation and legislation with
the environmental and safety concerns. The proposed
framework for the selection materials during concept
selection at the conceptual design designers to focus the best
material in concept determination at the calculated design
stage and also define various polymeric-based composite
automotive that supports decision makers or manufacturing
engineers based on the most suitable manufacturing
methodology to be employed in manufacturing of composite
automotive at the early phase of product. It shows
technologies required for composites .The utilization of
materials in auto applications has gradually developed in
the course of recent decades. With new materials what's
more, transforming procedures being consistently grown.
Composite materials have been a part of the composite
automotive companies for several decades but economic and
technical barriers have constrained their use To date, these
composite materials have been used for different
applications with low production volumes because of their
shortened lead times and lower financial investment costs
relative to conventional steel fabrication and production.
industry’s use of composite materials began in the
1950s. Since those early days, it has been
demonstrated that composite materials are
lightweight, fatigue resistant [1], [2]
Fig. 1.1 Composite material
Keywords- Composite materials, conceptual design stage,
infiltration,
Matrix
composite,
Reinforcement,
Manufacturing Materials and Process, Compression
Moulding.
I.
INTRODUCTION
Composite materials are systems of at least two
component materials, with physical properties that
are not attainable by individual components acting
alonefibers provide strength. The matrix structure
binds the fibers together, provides rigidity, transfers
load to the different fibers, and protects loadbearing
fiber from corrosion. A technical discussion of
composite
materials
is
provided
in
an
appendixComposite materials are strong, lightweight,
and corrosion resistant, as well as expensive to
industrial manufacture and not used in large scale
industrial applications. Polymer and different
composite materials have been a crucial part of the
automotive industry for several decades but economic
and technical barriers have constrained their use.
[1]
Metals and polymers are currently the dominant
materials for many applications, composite utilization
is continuously increasing due tosuperior composite
strength, low weight, and improved thermal and
electrical performance characteristics.The automotive
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The birth of composite materials in the industrial
sector, then the 1953 GM Motorama would be a good
candidate. It was at this event that is the part of
Chevrolet Corvette was first unveiled. Six months
later, this stylish convertible, polo white with red
interiors part, was in production system. The Corvette
was the first production car to use structural polymer
composites.
Its
body
was
made
from
fiberglass.[2]Composites belong to one of the four
categories of structural materials. The other three are
different metals, alloys, and polymers, and ceramics.
In fact composites are not a different category type
material but various combinations of 2 polymers or
more of the latter 3 particles categories.This
combination is atmacroscopic level such that the
individual particle components retain their material
properties contributing towards those of the different
composite system. On the other hand combination at
the microscopic test level, such as solid and alloys
solutions at the atomic level are not be considered for
composites.Composites, although more highly
expensive than their many counterpart materials, can
demonstrate by rather unusual particle combination of
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International Journal of Engineering Trends and Technology (IJETT) – Volume 29 Number 4 - November 2015
property values which is difficult,If not It is not a
randomimpossible, to achieve in any one standard
material. But careful and calculated combination of
composite materials that leads to a part of composite
that exhibit superior mechanical and material
properties than any one ingredient alone.[10]
1.1 Classification of Composites
A classification of composite material is depend
according to dispersed phase system and geometry of
bulk composites as shownin figure 1.1. Continuous
fiber composites are used aligned along the
application of load.
II. Composite Product Design and Development
The primary period of this proposed determination
framework is a product design specification (PDS). It
is a report arranged right on time in the product
improvement transform that controls the plan. The
PDS is required to the achievement of the product
design process. The fact that it so powerful in
depicting the necessity of the last segment. In
considering the right assembling procedure for the
automotive bumper shaft, just 12 components of the
PDS were considered in designing automotive
bumper beam.
2.1 Selection of Materials at Conceptual Design
Particle
Rainforced
Composites
Fiber
Rainforced
The proposed type framework for the selection of
composite materialsprocess during conceptual
selection at the conceptual design designers to focus
the best material in concept determination at the
calculated design stage. An issue in polymeric
composite auto parts especially identified with the
choice of materials is a fundamental selection.
Subsequently, this work is just tended to regarding
selecting the best material in the setting of
simultaneous engineering environment.
Structural
Rainforced
Particle
Rainforced
•Large Particle
•Dispersed
Fiber
Rainforced
•Continous
•Discontinous
Structural
Rainforced
•Laminate
•Sandwich
Panels
Fig 1.2 Classification of composite Types
Composite types are
(1) Continuous fiber composite,
(2) Woven composite,
(3) Chopped fiber (whisker) composite and
(4) Hybrid composite
A laminate can be formed by bonding continuous
fibers with matrix system material is again bonded
together with other lamina to gain thickness and
strength. The probability of particle separation of
these lamina from each other is always a possibility
since it also depends on the high strength of the
matrix holding them. According to Chopped fiber
composite material are relatively inexpensive but also
suffer from poor properties. The sandwich type
structure is constructed of high strength outer lamina
bonded to the lightweight type foam or honeycomb
structure design. Due to its high strength in composite
material bending structure load and light weight and
sandwich type structures are extensively used in
aerospace Structural applications. [10], [11]
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Fig 2.1Framework of selection process at conceptual
stage in concurrent engineering environment
At that point, AHP, as a decision, is connected to the
structure keeping in mind the end goal to focus the
most suitable material for the automotive
components. After the best material is decided,
different situations of the sensitivity analysis are
performed by the test of the stability of the priority
ranking and to build the confidence in the decision of
material with a specific end goal to do a final
decision. [8]
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International Journal of Engineering Trends and Technology (IJETT) – Volume 29 Number 4 - November 2015
The methods described above are usefulness at a very
early type stage of product design stage when initial
decisions dependson materials and manufacturing
processes are made because it also aims to select
particular specific materials based on particle detailed
composite material property.
2.2 Design and structural simulation
A major challenge relating to composite design is the
availability of simulation tools and a general lack of
composite material. Another issue is the
computational related time required tomodel type
composite structures.
2.3 Various polymeric-based composite design in
bumper beams
Composite beams become common due to the
increased number of low volume vehicles. As the
function of a bumper beam is to absorb kinetic energy
during a collision, the use of composite to replace
steel or aluminium was reported in the literature.
HOSSEINZADEH et al [26]investigated and
compared various type polymeric-based composite
material such as SMC and GMT, and conventional
materials such as steel and aluminiumtype metal in
terms of deflection, kinetic energystress distribution
and transfer when subjected to low velocity impacts
for bumper beam. [11]The results show that SMC
composite is the best material for bumper beam due
to good impact behavior, easier production and lower
cost. [27], [8]
Fig.2.3Diagram of bumper systems
Fig 2.2 Structural design Composites
Current composite models within commercial type
design software require long solution times. These
times are usually too long for the first phase of
vehicle design development, in which different
options have to be analysed over a period of time.
Composites to be properly evaluated at these early
stages, the composite needs a factor of ten reduction
in solution times. The commercial software
developers have not yet solved problem, so different
type of the many more advanced type research and
design centres are developing, which usually remain
confidential. The automotive designers have an
understanding of composites but there is a lack of
simulation software for all design phases.
According
to
Designer's
and
also
Manufacturer’s Specifications and feautres of
Composite Design. These parameters are required:
Priming
Putty type Application
Under-coating type Epoxy Resin
Many Application of the FRP
Laminate/ FRP Fiber Sheet
Over-coating with Epoxy Resin
III. Various composite Technologies
3.1 Technologies required for Composites
E/M Design and Performance prediction
Contour Woven Socks (Kevlar)
Polyester Low pass
Tooling to Close Tolerances
Rain Erosion / Anti-Static Paint
Lighting Protection
3.2 Manufacturing Technologies
Resin transfer moulding (RTM)
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International Journal of Engineering Trends and Technology (IJETT) – Volume 29 Number 4 - November 2015
Structural reaction injection moulding
(SRIM)
Injection moulding (IM)
Reaction injection moulding (RIM)
Compression moulding of SMC(CM)
3.3 Manufacturing of aluminium type matrix
composite materials particle reinforced by Al2O3
particles
Material for investigation was manufactured by
different two methods in composite science: powder
metallurgy (consolidation, pressingand hot extrusion
of powder mixtures of aluminium as EN AWAlCu4Mg1 (A) and many ceramic particles like
Al2O3) and pressure infiltration of porous performs
by liquid alloy such type of EN AC AlSi12 (performs
were prepared by process of sinteringof high
temperature Al2O3 powder with addition of type
pores forming agent – carbon fibers and other).[4]
3.4 Composite Manufacturing Process Selection
Method with the use analytical hierarchy Process
In view of the analyticalprocess of importance
methodology that supports decision makers or
manufacturing engineers based on the most suitable
manufacturing methodology to be employed in
manufacturing of composite automotive beam at the
early phase of product.
S.NO.
Alloy
Value
1
Si (Silcon)
12
2
Fe(ferrous)
<0.56
3
Cu(cooper)
<=0.05
4
Mn
<0.036
5
Zn
<0.16
6
Ti
<0.2
7
Others
0.16
3.5 Composite materials manufactured by pressure
infiltration
The Technique of manufacturing the composite
materials based on porous of ceramic preforms
infiltrated by liquid type aluminium alloy.Material for
investigations was manufactured by pressure
infiltration
method
of
ceramic
porous
processpreforms. The eutectic aluminium alloy EN
AC – AlSi12 was use as a matrix while as it is clear
that reinforcement were used as a ceramic preforms
manufactured by sintering of Al2O3 Alcoa CL 2500
powder with also addition of high pore forming
agents such as carbon fibresSigrafilagent C10 M250
UNS manufactured by SGL Carbon Group Company.
[13]
3.6 Potential Manufacturing Techniques
There are 5 types of processes of moulding
under consideration namely
1.
2.
3.
4.
5.
Injection moulding (IM),
Resin transfer moulding (RTM),
Structural reaction injection moulding
(SRIM),
Reaction injection moulding (RIM)
Compression moulding (CM). [11]
Table 1 Chemical composition in high temperature of EN
AW-AlCu4Mg1 aluminium alloy, vol. % [4], [5]
S.NO.
Properties
Value
1
Fiber(diameter)
7.5 um
2
Mean fiber(length)
138 um
3
Fiber(density)
1.75 g/cm3
4
Tensile (strength)
2.6 Gpa
5
Young’s (modulus)
28 GPa
6
Carbon (content)
>93
Table-2 Chemical composition in of High
temperature of EN AC-ALSi12 aluminium alloy,
Mean mass concentration, weight %
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The effective utilization of Polymer Matrix
Composites in Automobiles is more dependent on the
ability to utilize fast, monetary manufacture forms
than on whatever other single component. The
fabrication forms must likewise be fit for close
control of PMC properties to achieve lightweight,
productive structures
At present, the main business process that comes
close to fulfilling these prerequisites is compression
molding of sheet molding mixes or some variation on
this procedure.
There are several developing process, a few creating
procedures that hold unmistakable guarantee for the
future in that they can possibly join high rates of
creation, precise fiber control, and high degrees of
part coordination
weight reduction, which may be translated
into
improved
fuel
economy and
performance;
part consolidation resulting in lower type
vehicle and also manufacturing costs;
lower investment costs for plants,
facilities,and
tooling—depends
on
cost/volume relationships;
satisfaction of all functional requirements,
particularly crash integrity and long-term
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International Journal of Engineering Trends and Technology (IJETT) – Volume 29 Number 4 - November 2015
durability;
repair ability;
recyclability;
3.7 Factors required for the selection of a
manufacturing process
1. Geometry of the design
a. Shape of the design
b. Complexity of the design
c. Size
d. Wall Thickness
2. Production characteristics
3. Material
4. Cost considerations
5. Easy of maintenance
IV Different Composites
Composite use can lead to weight reduction and
improved fuel economy. The use of composites also
facilitates making ―comparatively cost effective
modifications to vehicles … due to lower tooling
costs (Vasilach 2001). [7]
4.1 Vapour-Grown Carbon Fiber in Automotive
Composites reinforced with vapour-grown carbon
fiber (VGCF) have improved electrical conductivity
and strength and can provide a broad range of
benefits to the automotive industry and to consumers
in the form of improved quality, better fuelEconomy,
reduced cost, and lower environmental emissions.
These benefits can potentially be achieved through
several VGCF automotive applications:[7]
Electrostatic
painting
of
exterior
automotive panels reinforced with VGCF
can avoid the use of conductive primers
and ―off-line‖ finishing processes, leading
to cost, quality, and environmental
benefits.
Enclosures for shielding automotive
electronic systems from electromagnetic
interference can be fabricated from VGCF
reinforced composites, leading to cost
reduction benefits.
Automotive tires will have improved
electrical conductivity and stiffness and
will contribute to improved fuel economy.
[7]
4.2 Metal matrix composite
Metal matrix composite is engineered combination
of the metal (Matrix) and hard particle/ceramic to get
tailored properties. MMC’s are either in use
orPrototyping for the space shuttle, commercial
airliners are the best example, electronic model
substrates, bicycles, automotive, golf clubs, and a
variety of other applications.
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4.3 Polymer Composite
Polymer composite materials have been a part of the
industry for several decades but economic and
technical barrier has constrained their use. To date,
these materials have been used for applications with
production volumes in a certain level because of their
shortened difficult lead times and lower investment
costs
relative
to
conventional
steel
fabrication.Depends on glass fiber reinforced
polymers dominate the composite materials used in
automotive applications, other polymer composites,
as carbon fiber-reinforced polymer composites, show
great promise. These alternatives are attractive
because they offer high weight reduction potential in
a different manner twice that of the conventional
glass fiber-reinforced thermoset polymers used in
modern industry today.
Most of the high cost analyses of industrial
polymer composites are for body-in-white (BIW)
applications because of the significant weight
reduction potential these offer. Polymer composite
materials are generally made of two or many more
high material components—fibers, either glass or
carbon, reinforced in the matrix of thermoset or
thermoplastic polymer materials.
The glass-reinforced manufacturing thermoset
composite material are the most commonly used
composite in automotive applications today in certain
areas but thermoplastic composite material and
carbon fiber type reinforced materialthermosets also
hold potential. It has been estimated that significant
use of glass industrial reinforced polymers as
structural components could yield a 20-35%
reduction in vehicle weight. More importantly, here
we know that the use of carbon fiber-reinforced
materials could yield a 40-65% reduction in weight.
4.4 Polymer Matrix Composites
The utilization of PMC materials in auto applications
has gradually developed in the course of recent
decades. With new materials what's more,
transforming procedures being consistently grown.
Plastics and car commercial industries, there is
potential for a more quick extension of these types of
uses in the future. PMC applications, both for
componentsand for major modular assemblies, appear
to be being a potential real development region that
could have a critical effect on car industry
furthermore, related supply businesses if the needed
improvements bring about practical assembling
forms.
Polymer matrix composites (PMCs) are comprised of
a variety of short or continuous fibers bound together
by an organic polymer matrix. Polymer matrix
composites are often divided into two categories:
reinforced plastics, and advanced composite material.
The distinction is depend on based on the level of
mechanical properties
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International Journal of Engineering Trends and Technology (IJETT) – Volume 29 Number 4 - November 2015
4.5 Plastics
The average vehicle uses approx. 150 kg of plastics
and high plastic composites versus 1163 kgof iron
and steel – currently it is moving around 10-15 % of
total weight of the car.
The automobile uses designed polymer composites
and plastics in a wide range of uses, as the second
most normal class of automobile materials after
ferrous metals furthermore, compounds (cast iron,
steel, nickel) which speak to 68% by weight; other
non-ferrous metals utilized incorporate copper, zinc,
aluminum, magnesium, titanium and their
combinations. The plastics substance of business
vehicles include around 50 % of all inside parts,
counting security subsystems, and entryway and seat
congregations.
During the enormous development of
plastics parts in automotive, the favorable
circumstances of utilizing plastics have changed.
Mounting expenses are being met by the capacity of
plastics to be shaped into parts of complex
geometries, frequently supplanting a few sections in
other materials, and offering indispensable fitments
that all signify simpler gathering. Numerous types of
polymers are utilized as a part of more than thousand
separate parts of all shapes and sizes. A brisk look
inside any model of the auto demonstrates that
plastics are presently utilized as a part of outside and
inside segments, for example, bumpers, doors, safety
and windows, head light and side perspective mirror
lodging, trunk tops, hoods, grilles and wheel covers.
4.6 Fibre Reinforced Thermoplastic Composites
Composites combine high quality filaments and
lightweight matrices, creating materials with high
particular properties. Through watchful determination
of fiber length, material and architecture and the
matrix polymer, it is possible to create a far reaching
scope of engineering materials.
Applications for these materials are varied and wide
ranging, from short fiber strengthened infusion
shaped
thermoplastics
for
high
volume
manufacturing, through to high performance long
fiber composites for all the more requesting
applications.
There is a wide scope of financially available resin
system and pre impregnated composite materials.
Every offer an alternate level of mechanical
execution,
surface
completion,
recyclability,
formability and expense.
Thermoplastic matrix based composites have gotten
to be prominent for large volume creation of parts
and structures, as they offer various advantage over
thermosetting composites. They are intense, can be
framed or shaped rapidly through the application of
heat, they can be reused effortlessly and produce very
little waste During manufacturing.
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These elements combine to make them advance
strongly to medium to high volume car producers.
In automobile sectors Fibre reinforced are bradly
used but due to physical and chemical treatment
process which changed the fibre matrix adhesion,
then it effects on the properties of composites.
4.7 Natural/Bio-fiber composites
Bio-fiber composite material are emerging
technology as a viable alternative system to glass
fiber
composites
especially in automotive
applications.
Natural
fibers
composites,
which
traditionally were used, as fillers for thermosets, are
now becoming one of the fastest growing
performance additives. Advantages of natural fibers
over man-made fiber are low cost, low density,
competitive specific mechanical properties, and
reduced energy. Natural fiber or polyester composites
are not sufficiently due to the petro-based source as
well as non-biodegradable nature of the matrix.
Sustainability, industrial ecology, Eco efficiency and
green chemistry highly depended are forcing the
automotive industry to seek alternative. [28]
4.8 Bio-Composites
Bio-composites from fiber reinforced polymer come
under ―Partial biodegradable‖ type. If the matrix resin
is biodegradable, the bio-fiber reinforced bio-polymer
composites would come under ―Completely
biodegradable‖. Two or more bio-fibers in
combination on reinforcement with polymer matrix
results ―hybrid‖ bio-composites that are using in
automobile industries. The purpose of composites is
the manipulation of properties system of the resulting
properties bio-composites. Bio-composite consists of
reinforcing bio-fibers and matrix polymer. [28]
Fig 4.1 Composite Process Development
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International Journal of Engineering Trends and Technology (IJETT) – Volume 29 Number 4 - November 2015
V. Molding in Composites
5.1 Compression Molding
This section discusses compression moulding
techniques; these are most often used with
thermosetting resins but can be used with
thermoplastic resins.
Fig.5.1 Automotive beam fabricated by using
compression moulding process (Tranina et al., 1993)
[8
for an advanced modern tomography frameworkThe
framework utilizes three parts: a x-beam tube, xbeam finders, and a rotational stage. New generation
small scale center x-beam tubes and indistinct silicon
level board region finders offer micron-scale
determination which can't be coordinated by the other
accessible NDE strategies.[30]
A Tomography framework for proficient and precise
estimation of manufacturing area defects in high large
and thick composite parts must combine the modern
smaller scale Tomography determination capacity
and the Tomography capacity to scan large objects.
What's more, the estimation and characterization of
deformities must be completely computerized.
The deformity estimations should likewise be
changed over into limited component based models to
evaluate the impacts of the imperfections on structure
performance. Coupling measurement and thorough
failure models will enhance excessively conservative
part rejection criteria and enable lower scrap rates in
the flight critical, fatigue-critical composite parts.[30]
5.2 Thermosetting Compression Molding
A schematic of the SMC methodology, depicting both
the creation of the SMC material and the ensuing
pressure forming into a segment. This innovation has
been broadly utilized as a part of the auto industry for
the creation of grille-opening boards on numerous
auto lines, and for some outside boards on chose
vehicles.
VI. Stiffness, Fatigue and Performance Criteria of
Composites
The specific fatigue resistance of glass fiber
reinforced plastics is a sensitive function of the
precise constitution of the Composites. However,
there are also preliminary research indications of the
sensitivity.
6.1 Fatigue life
Composite fatigue life defined some of the most
highly advances in the technologies which could
enable accurate assessment of useful fatigue life for
composite critical, automotive-critical components
and structure. Such technology advances include.
1. Non-destructive subsurface estimation shift
from just detection of deformities to threedimensional estimation of size and area
2. Material characterization methods
3. Fatigue structural analysis
6.11 Non-destructive subsurface estimation
Tomography is a non-destructive assessment ( NDA )
innovation enabling three-dimensional measurement
of assembling defects
counting wrinkles and
porosity/voids demonstrates the operation essentials
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Fig: 6.1 Micro-focus CT volume slices show the
level of subsurface detail resolution including voids
any different wrinkles in 30-ply thick strong
glass/epoxy tape laminate; and matrix cracks and
delamination in 16-ply thick carbon/epoxy tape
laminate.
Source :(Makeev and Fatique, 2011)
Table 6.1 Typical Stiffness of Selected Composites
Steel(kg)
Aluminium
Magnesium
Weight
Reduction
(Part)
Vehicle
Weight
Reduction
%Cost
increase
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Body
in
white
285.9
211
23.7
Bonnet
Door
14.99
8.4
44.1
15.8
9.7
40
IP
(Instrument)
Beam
11.5
6.1
45.2
3.92
0.49
0.41
0.34
252
310
0.34
359
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International Journal of Engineering Trends and Technology (IJETT) – Volume 29 Number 4 - November 2015
6.12 Material Characterisation
Three-dimensional stress strain constitutive properties
are necessary for comprehension of complex
distortion and failure systems for materials with
highly anisotropic mechanical properties. Among
such materials, glass-fiber and Carbon-fiber
strengthened polymer-lattice composites assume a
critical part in edge.[31]
A substantial number of different systems and
specimen types as of now needed to produce threedimensional allowable for structural design slow
down the material characterization. Likewise, a
percentage of the material constitutive properties are
never measured because of expense of the
specimensutilized for the material characterization[30],
[32]
6.13 Structural Analysis
This section displays a few of recently consequences
of as of recently developed fatigue structural analysis
approach and models ready to predict initiation and
movement of ply cracksand delamination in
composites. The analysis is in based three
dimensional strong limited component (FE) strategies
failurecriteria that capture different harm modes and
their
cooperation
including
impacts
of
deformities.The results are compressed: fatigue
delamination of thick composite articles with ply
waviness deformities; (b) porosity imperfections; and
(c) fatigue damage in open hole
(counting life cycle) costs of different materials is the
real concentrate. The fact that cost decrease is a
pervasive calculate all composites R&D exercises,
the majority of the exercises here are identified with
materials, the major factor influencing the
reasonability of composites in automotive
applications today.Primary resin and fiber costs
present the single greatest barrier to the use of
composite materials in automotive applications.
Carbon fiber precursors are too expensive, and
precursor processing methods are too slow and costly.
Most of the ongoing DOE activities related to cost are
focused on carbon fiber, where the goal is to lower
the cost of high-filament count carbon fiber from a
current price of $7 - 8 per pound to around $3 - 5 per
pound. This cost reduction goal has gained
considerable attention since the DOE focus shifted
from glass reinforced composite materials to carbonreinforced composites. [7]
7.1
Modelling
Damage
Development
in
Thermoplastic Composites
Composite Material of the three cost components
is now of a new part: raw composite materials,
manufacture and cost to design and test, the
latter can be useful considerable, when different
especial when selecting a different new material
[24]
for a high volume application.
A designer
needs to be able to develop a component that
will perform satisfactorily, without the need for
[25]
expensive iterative testing programmes.
Table No. 6.1(Part A)
WEIGHT IN POUNDS
Compon
ent
Body In
White
Front
End
Frame
Wheel
(S)
Steel
GrFRP
Reduc
tion
423
160
253.2
95
30
64.9
283
92
206
49
76.99 42.5
Hood
49
43
32.2
Table No. 6.1(Part B)
WEIGHT IN PONDS
Component
Deck
lid
Doors
(4)
Bumpers
(2)
Drive
shaft
Total
Vehicl-e
Steel
43
140.8
122.9
21.7
3810
GrFRP
14.1
55.9
44.4
14.5
2490
Reduction
28.5
85
79.5
6
1224
*GrFRP = Graphic Fiber –Reinforced Plastic
VII. Cost, Application and Modelling Damage
Development
Reducing the expense of manufacturing automotive
composites from lighter weight composite materials
with the goal that they are focused with the part
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Fig: 6.2Articles with ply-waviness defects. Zerodegree plies look lighter in the digital images.
Source: Makeev and Fatique,2011
7.2Composites for Automotive industry Applications.
Cytec continues to refine and expand its portfolio of
prepregsand different Resin Transfer Moulding
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International Journal of Engineering Trends and Technology (IJETT) – Volume 29 Number 4 - November 2015
methods (RTM) thermoset and thermoplastic
composites to fulfil the growing needs of
theautomotive market and industry. Cytec is
strategically depends on market focuse on supporting
the drive for lightweight, cost-effective, multimaterial
vehicle solutions.[15]The materials used in automotive
industry need to fulfil several process. Some of the
process are the results of regulation and legislation
with the environmental and safety concerns and some
are the requirements of the demand of the customers.
In many occasions different factors are conflicting
and therefore a successful mechanical design would
be possible through the optimized and balanced
solution. [3]
Additional qualitative are reported, including
automotive manufacturing quality are improve,
energy production methods are highly benefits,
reduced harmful environmental emissions, and lower
levels of traffic congestion in metropolitan areas.
robotized, high volume preparing with a potential for
quick and low taken a toll creation. The expense is
the absolute most real hindrance for the restricted
utilization of polymer composites in cars today
Again renewable based bio-plastics are as of now
being created and need to be researched more to
overcome the execution constraints. Composites can
supplement and eventually replace with petroleum
based composite materials in a few applications
consequently advertising new farming, natural,
fabricating, manufacturing, advantages Durability,
model criteria, and modular criteria were fulfilled too.
Crash analysis, based on a static performance for
frontal crash and rooftop crash was utilized to gauge
additional mass requirement to notify the traveler cell
structure.
Cost considerations were used to define potential
materials and technological properties and process
but cost modelling efforts are still underway and
therefore cost competitiveness is still unknown.
Table:7.1 Materials used in composites
Acknowledgments
No.
Composite Material
1
Glass
fibre
reinforced
composite
epoxy
Carbon
fibre
reinforced
particle epoxy
Carbon
fibre
reinforced
particle
polypropylene
Glass
fibre
reinforced
particle
polypropylene
Glass
fibre
reinforced
particles
polyester
Glass fibre vinyl
ester SMC
2
3
4
5
6
M-1
M-2
10%
M-3
References
40%
M-4
30%
M-5
60
M-6
VIII. Conclusion:
The polymer composites in automobiles today are
glass fiber-strengthened thermoset polymers utilized
basically as a part of non-basic parts of the vehicle
particularly for low- and mid-volume autos and
trucks.
Fiber-reinforced
thermoplastics
and,
particularly, carbon fiber reinforced thermosets show
incredible potential, the recent having double the
weight decrease potential of glass fiber-strengthened
thermoset polymers. Fiber-fortified thermoplastics
impart the invaluable properties of polymer network
composites and are likewise recyclable, have
inconclusive time span of usability, and possible for
ISSN: 2231-5381
We are thankful to the editor and two anonymous
referees for their feedback, which also necessary and
helped us to improve our paper. We would also like
to thankful to and Amity University for helping us in
this project. We presented Composites Properties and
processing technologies in automobile and also views
and opinions are expressed and the responsibility for
any errors lies solely with authors.
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