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Crashworthiness includes crushing load, absorb and dissipatethecollisionenergy,anditisdecidedbytheplastic failuresorbrittlefractureofthestructurewhenacollisionor the accident takes place. It is very necessary to evaluate
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Crashworthiness, FEA analysis, structural analysis, woven carbon fiber matt, plastic tube, laminated composite.
*** Abstract
Mostofthepartsinautomobilevehiclearemadefrom plastic fiber material like mudguard, wind shield, mirror case,bonnet,whenaccidenttakesplacethendestructionin plasticpartsoccurs.Thereforeitisnecessarytomakeplastic material enough hard so that it cannot break easily in accidents,byusingcarbonfiberasreinforcementmaterial, and Whenever accidents happens in vehicle plastics parts getsscratchesandeasilydestructed,soitisnecessarytodo analysis on plastic parts using carbon fiber mats as laminatedreinforcement.
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paperisallaboutthefirstrequirementof crashworthiness testing parameter i.e. “high inertial force andmaterial”used.Aluminium,steel,rubber,plastics,fiber andarefournormallyusedinautomobilesproduction,this project deals with laminated composites of plastic and carbonfiber. Fig -1 WovencarbonfibermattonCPVCpipe
the
Ability to protect its occupants in the event of an ANSYSresultsthecarcrashidentifytwistingMechanicalpotentialresponsibleincludingcriteriamalfunctionproperty.crashingaccidentCrashworthinessroleaccidentofvehicleiscalledascrashworthiness.itplayamajorinenergylossandthereforeincaraccidents,andisaboutcarsafetyduringacaraccident,notprevention.Incaraccidents,thedestructionofforcesiscriticaltosavinglivesandprotectingImpacttypecomesinvehiclehavedifferentwhicharearisinginthestructure.Anumberofareusedtoassessthelikelihoodofasuddenshock,patternsofvehiclecollapse;accelerationisforthedestructioninthevehiclesimpact,andtheforinjurypredictedbyhumanbodymodels.parameterssuchaspower,acceleration,orareresponsibleforinjuryduringtheaccident.Tocrashworthiness,carmanufacturersconductextensivetestingonthevehicles,toidentifypotentiallyinjuriousdefects.Thisresearchpaperwillprovidethebehaviorofspecimenunderforceandcomparestheexperimentalwiththestructuralanalysisofthespecimenusingsoftware
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1. INTRODUCTION
Automobileaccidentsareafewoftheprimarycauses of mortality in current society. Within the automotive industry, protection is one of the important design considerations.Whenthereisaprogressivecrumbleofthe automobileshapeduringafrontalcrash,twofundamental necessitiesmustbefulfilledforpreventingdeathorextreme harmtotheoccupants.
2Professor,
Carbonfiberincludescarbonatomsbondedtogetherto shapeaprolongedchain.Thefibersareratherstiff,strong, andmoderate,andareusedinplentyofstrategiestocreate remarkablebuildingmaterials.Thehousesofacarbonfiber’ strengthfactorarenearthatofsteelandtheloadisnearthat ofplastic.Thisresearch
International Research Journal of Engineering and Technology (IRJET) e ISSN: 2395 0056 Volume: 09 Issue: 02 | Feb 2022 www.irjet.net p ISSN: 2395 0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page1123
performance of
2. CRASHWORTHINESS INDICATORS AND PARAMETERS
Experimental investigation of crashworthiness laminated composites using CPVC pipe woven carbon fiber mat
Key Words:
Mr. Abhijeet P.S1 Prof. Patil S.H2 Student, Government College of engineering, karad Dept. of mechanical, Government College of engineering, karad
2.4 Minimum force/load (Fmin)
International Research Journal of Engineering and Technology (IRJET) e ISSN: 2395 0056 Volume: 09 Issue: 02 | Feb 2022 www.irjet.net p ISSN: 2395 0072
2.1 Energy absorption (EA)
crashworthinessoftheenergyabsorptioncomponentsofthe components.Thecrashworthinessindicatorsinclude: 1.Energyabsorption(EA) 2.Specificenergyabsorption(SEA)
2.3 Maximum force/load (Fmax)
Duetothefacteverytypeoftool.Metalhaspreciseor exclusivemechanicalproperties,the. Minimum compression force of each additionally differs.
Itplaysimportantroletoevaluatethecrashworthiness calculations.
Since the energy absorbing up fabric allows taking in (reduce) the effect force, and spreads it over a larger location. 2.2 Specific energy absorption (SEA)
RatiooftheFmeantotheFmaxiscalledasCrushingforce efficiency(CFE),definedasfollows: 3. MANUFACTURING PROCESS AND TESTING
TheFmaxishavingmorecrushingforceduringthe accident,whichisresponsibleforlowenergyabsorption in the specimen or the structure. Its high value will causetheinjuryseriousnessthatcomestopassengers while the impact of the accident. Larger Fmax can give highcollisionacceleration,whichwillagainbringmore injuriestopassengerswhiletheimpactoftheaccident. Therefore,a largeFmaxshouldbeavoidedinthe designprocess.Onthisspecimen,therelativepositions ofmoleculesoftheobjectchangeincaseofcompression force.
ItisratiooftheEAandmassofthespecimen.
3.Initialpeakforce(Fmax) 4.Meancrushingforce(F Mean) 5. Crushingforceefficiency(CFE). These above crashworthiness indicators decide the failureofthecomponentintensiletest,compressivetestof thespecimen.
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Energyabsorptionintheunitdisplacementduring the accident is called as Minimum force/load it gives the overall energy absorption capability or capacity of the specimen,definedasfollow: Most amount of power from an impulse or surprise loadingthataclothcanfaceupto.
d=Crushingdisplacement,and largertheFmean is,the bettertheenergyabsorption
Forthisprojectmainlythreematerialareselectedthe are woven carbon fiber matt, CPVC pipe as base material plasticandAralditeepoxyresinwithhardener. Dimensions of specimen: Decision of Criteria for manufacturingisasfollows, CPVCpipespecimen
Itreflectsthematerialutilizationduringthecrushing,. SEAistheenergyabsorbedconsistentwiththemassof thespecimen,anditsunitiskJ/kg.
It isatotalenergyabsorbedbythestructuresat some pointofthewholecrushingmanner
2.5 Crushing force efficiency (CFE)
It is able tobereceivedbyintegratingthe load displacementcurves. Commonlyits milesrequired to be asmassiveasviableforsafeshape Higher the energy absorptionsafetyis higher. Where, o Crushingforce o D=Crushingdisplacement.
It can be calculated from the equation and defined as follows: Where M= massofthespecimen. Valueofthe SEAought tobe asbigasviablewithin thedesignfor crashworthiness andlightweightof theenergyabsorptionstructures
Fig 4 CompressiontestonReinforcedtube
International Research Journal of Engineering and Technology (IRJET) e ISSN: 2395 0056 Volume: 09 Issue: 02 | Feb 2022 www.irjet.net p ISSN: 2395 0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page1125 o ExternalDiameter(40mm) o ExternalDiameter(34mm) o Thickness(6mm) o Length(100mm) FivereinforcedCPVCpipespecimenwithincreasein number of lamination of carbon fiber matt of thickness of 0.5 mm.Total five types of specimens arecreated: o Non‐reinforcedtubes(OnlyCPVCpipe) o OnelayerofcarbonfiberonCPVCpipe o TwolayersofcarbonfiberonCPVCpipe o ThreelayersofcarbonfiberonCPVCpipe
4. EXPERIMENTAL RESULTS
Fig 2 Typesofspecimens
Buttheresultwill depend ondeformationunderload and the Crushing force efficiency (CFE) and that is deformation should be less and Crushing force efficiency (CFE)shouldbehigher.Readingsofthespecimensaretaken by using the UTM machine and the deformation and the forceatwhichthespecimenisfailingatthatpointreadings aretaken.
Followingarethereadingsofdeformationandload whicharehelpfultofindthecrashworthinessindicatorsfor theexperiment.
Fig 3 Compressiontestonnon reinforcedtube
Thecrashworthinessindicatorwilldecidewhetherthe structureissafeoritfails,CFEshouldbeincreasedasmuch aspossibleInordertoavoidgreatinjuriestopassengersor damages to goods, and the better the energy absorption capabilityofthestructuresisthelargertheFmean is.
The experiment of crashworthiness is done with the helpofUTMandvarious4readingaregetfortheanalysisfor thefollowingspecimensandAll theloadanddeformation readingaretakenforthreetimesandtakingtheirmeanso wewillgettheneartotheexactvalue.
Asinglenonlaminatedtrailspecimenistestedunderthe load and that fails at 30 KN, so that for further readings taken nearerto30 KN becausethecomponent/specimen getsfailsatthatpointoftheload.
Fmax should be less in the design of the energy absorption structures. And SEA should be as large as possible in the design perspective. EA required being as large as possible for safe structure for Higher energy absorptionsosafetyishigher.
Table 1: Experimentalresults Type of specimens L(KN) M.L(KN) D(MM) M.D(MM)
Non‐reinforced tubes 30.78 30.48 8.67 8.13 30.20 7.72 30.48 8.00
One layer of carbonfiberonCPVC pipe 30.24 30.20 6.37 6.98 30.08 7.87 30.28 6.72
International Research Journal of Engineering and Technology (IRJET) e ISSN: 2395 0056 Volume: 09 Issue: 02 | Feb 2022 www.irjet.net p ISSN: 2395 0072
Twolayersofcarbon fiberonCPVCpipe 6.13MM 0.99901
Two layers of carbonfiberonCPVC pipe 30.76 30.58 6.05 6.13 30.20 5.80 30.78 6.55
Non‐reinforced ML MD=8.13=30.48 264.0 4.8854.04g 30.78 30.4 00.99 Onelayer ML MD=6.98=30.20 210.7 3.7656.04g 30.28 30.2 70.99 Two MD=6.13ML=30.58layers 187.4 3.2g58.048 30.60 30.5 90.99 Threelayers ML MD=5.023=30.23 182.0 60.0g 3.0 30.2 30.2 90.99 For this project the crashworthiness can be determined by the deformation results and the crushing forceefficiency(CFE)ofthespecimens. Table 3: MeandeformationandCrushingforceefficiency CFEreadings
ByusingtheMeanload(MN)andmeandeformation (MD)crashworthinessparameterscanbecalculatedbytheir formulasmentionedasabove. Table 2: Reading’sresults
For this analysis ANSYS software is used, And to performanalysisfourtypesofspecimensareusedtheyare Non‐reinforced tubes (Only CPVC pipe), single layer of carbonfiberonCPVCpipe,doublelayersofcarbonfiberon CPVCpipe,ThreelayersofcarbonfiberonCPVCpipe.Two types of main materials are used they are Epoxy_Carbon_Woven_395GPa_Prepreg, CPVC pipe. Fine meshing is applied on the specimens. And the force is appliedverticallydownwarddirectionwithbottomisfixed. Fourreadingresultsaretakenoutoftotaldeformation.
Non‐reinforcedtubes (OnlyCPVCpipe) 8.13MM 0.99025 Onelayerofcarbon fiberonCPVCpipe 6.98MM 0.99735
Chart 2:CFEVSNO.OfwovencarbonFiberlamination
Type of specimens (KJ)EA )(KJ/KGSEAFmax (KN) Fmean (KN) CFE
Type of specimens (MD) (CFE)
Three layers of carbonfiberonCPVC pipe 30.25 30.23 5.39 5.023 30.23 4.48 30.23 5.20
5. FINITE ELEMENT ANALYSIS
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Threelayersofcarbon fiberonCPVCpipe 5.023MM 0.99933 Theresultscanbeshowedbyusingthegraphasfollows:
Chart 1:DeformationVSNO.Ofwovencarbonfiber lamination
OSR.N Type of specimen deformationTotal in MM 1. Non reinforcementpipe (CPVCpipeonly) 8.075 2. (CPVCpipe+1laminationof wovencarbonfiber) 6.274 3. (CPVCpipe+2laminationof wovencarbonfiber) 6.086 4. (CPVCpipe+3laminationof wovencarbonfiber) 5.082 By analyzing the above data we can plot the graph between Total deformations VS number of woven carbon fiberlaminationisasfollows: Chart -3:TotaldeformationVSNo.ofwovencarbonfiber lamination
International Research Journal of Engineering and Technology (IRJET) e ISSN: 2395 0056 Volume: 09 Issue: 02 | Feb 2022 www.irjet.net p ISSN: 2395 0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page1127 Fig 5 Non reinforcementpipe Max.Deformation=8.075MM Fig 6 CPVCpipe+1laminationofwovencarbonfiber Max.Deformation=6.2742MM Fig 7 CPVCpipe+2laminationofwovencarbonfiber Max.Deformation=6.086MM Fig-8 CPVCpipe+3laminationofwovencarbonfiber Max.AsDeformation=5.0828completionofFEAandanalyzingtheresultsofTotal deformation, as the number of windings of woven carbon fiber matt on the CPVC tube increases the deformation is decreasingmoderatelyasfollows: Table 4: Deformationresults
CPVClayerTwosofcarbonfiberonpipe 30.5 6.13 187.4 3.258.0g2 30.6 30.5 0.99901
CPVCfiberlayerOneofcarbononpipe 30.2 6.98 210.7 3.756.0g6 30.2 30.2 0.99735
CPVClayersThreeofcarbonfiberonpipe 30.2 5.023 182.0 3.060.0g32 30.2 30.2 0.99933
7. CONCLUSION
Fromtheabovedataofcrushingforcesefficiency(CFE) Experimentalwecanplotthechart: Chart 5 Crushingforceefficiency
By studying the specimens under load condition as deformationgetsreducedwhenthenumberofWindingsof wovencarbonfiberlaminationincreasesonthesurface of CPVCpipe.Thecrushingforceefficiency(CFE)dependson
International Research Journal of Engineering and Technology (IRJET) e ISSN: 2395 0056 Volume: 09 Issue: 02 | Feb 2022 www.irjet.net p ISSN: 2395 0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page1128 6. FINAL RESULTS 6.1 Results For final conclusion need to study the comparison betweenthedeformationresultsbetweenandexperimental the crushing force efficiency (CFE). Comparison analysis between Experimental results and ANSYS (Analysis) software results for deformation. After completing the experimentation and software analysis the results of deformationforallthespecimenswegot,theyareasfollows and When the same amount of load is applied on all the specimensi.e.OneNon‐reinforcedtubes(OnlyCPVCpipe), singlelayerofcarbonfiberonCPVCpipe,doublelayersof carbonfiberonCPVCpipe,Threelayersofcarbonfiberon CPVC pipe and The results of deformation get they are as follows: Table 5: Deformationresults NOSR. Type of specimen alExperimentresults ANSYS Result ndeformatioTotalinMM indeformationTotalMM 1. pipereinforcementNon 8.13 8.075 2. (CPVC pipe +1 laminationC.F) 6.98 6.274 3. (CPVC pipe +2 laminationC.F) 6.13 6.086 4. (CPVC pipe +3 laminationC.F) 5.024 5.082 FromtheabovedataofdeformationforExperimental resultsandANSYSResultwecanplotthecomparisonchart: Chart 4 ExperimentalandFEAanalysisresults) And experimental the crushing forces efficiency (CFE) resultsareasfollows: Table 6:Experimentalthecrushingforcesefficiency (CFE)results specimenTypeofs (KN)loadMean (d)DeformaMeantion(MM) (KJEA) SEA(KJ/KG) Fma x (KN) Fme an (KN) CFE Non‐r einforcedtubes(OnlyCPVCpipe) 30.4 8.13 264.0 4.854.0g8 30.7 30.4 0.99025
for
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4. Jakubczak,JarosławBienias “Thecollationofimpact behaviouroftitanium/carbon,aluminium/carbonand conventional carbon fibers laminates”. Published in 2020Thin WalledStructures155(2020)106952.
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theFmax andFmeanwhichiseventuallydependsontheEA (Energyabsorption)andSEA(SpecificEnergyabsorption). The crushing force of efficiency tends to increases graduallywhenthesameamountoftheloadisappliedonall specimensonebyone.SotheEA(Energyabsorption)and SEA (Specific Energy absorption) will also increase as laminationincreasesonsurfaceofCPVCpipeincreases. Alsotheresultsoftotalelasticstraingetincreasesas thenumberofwindingsofwovencarbonfiberlamination increasesonthesurfaceofCPVCpipe.Thestressproduced in the specimen also gets reduced under the loading condition when the number of winding increase on CPVC pipesurface.
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International Research Journal of Engineering and Technology (IRJET) e ISSN: 2395 0056 Volume: 09 Issue: 02 | Feb 2022 www.irjet.net p ISSN: 2395 0072
2. Malepati Vineeth Choudary, A. Nagaraja “Characterization of laminate sandwiched with stainless steel and glass fiber”. Published in 5 November2019MaterialsToday:Proceedings.
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