Composites For Automotive Applications Research Articles

The synergy of the matrix modification and fiber geometry to enhance the thermo‐mechanical properties of basalt fiber‐polypropylene composites for automotive applications

AbstractBasalt fiber reinforced polypropylene composites with two initial fiber lengths (3.2 and 6.4 mm) were fabricated using twin‐screw extrusion compounding. In the case of composites with smaller initial fiber length, basalt fibers predominantly served as nucleating agents for polypropylene thereby resulting in an increase in the degree of crystallinity. The addition of polypropylene‐g‐maleic anhydride (PP‐g‐MA) caused the matrix to become amorphous, which was due to the establishment of a fiber–matrix interphase. This behavior was different for the composites with relatively larger initial fiber length especially at higher fiber content. The reduction in fiber length in the composites caused a decrease in crystallinity, as this hindered the ability of the polypropylene matrix to form crystals. Addition of PP‐g‐MA established a fiber–matrix interphase thereby synergistically contributing to the increased matrix amorphousness of the basalt fiber reinforced polypropylene composites with 6.4 mm initial fiber length. Reduced fiber length due to processing also accelerated the thermal degradation of the composites with an initial fiber length of 6.4 mm. However, the reduction in fiber length due to processing resulted in increased fiber orientation, which contributed to the improvement in tensile and flexural properties of the basalt fiber reinforced polypropylene composites with an initial fiber length of 6.4 mm. At 30% fiber content, the tensile strength and modulus of basalt fiber reinforced matrix modified polypropylene composites with 6.4 mm initial fiber length improved by 18% and 13% as compared with the composites with 3.2 mm initial fiber length.

Analysis of Glass and Carbon Fiber-Reinforced Aluminum-Sandwiched Composites in Automotive Applications

Analysis of Glass and Carbon Fiber-Reinforced Aluminum-Sandwiched Composites in Automotive Applications

A comparative life cycle assessment of graphene nanoplatelets- and glass fibre-reinforced poly(propylene) composites for automotive applications

The circulation of motor vehicles with an exhaust system is one of the leading causes of pollution. Due to the risk factor for human health and contribution to climate change, countries have been growing efforts to achieve a sustainable level of air quality and limit carbon dioxide (CO2) emissions in recent years. Hence, there has been significant interest in developing technological innovations such as alternative fuels and lighter thermoplastic composites for auto applications. Thermoplastic nanocomposites show substantial properties improvements, incorporating much lower nanofiller percentages than fibre-reinforced thermoplastic composites, allowing for a reduction in the weight of automotive parts (AP). For these motivations, this study presents a comparative life cycle assessment (LCA) of poly(propylene) (PP)–based graphene nanoplatelets (GnPs) nanocomposite and PP/glass fibre (GF) composite for automotive applications. The AP selected as the functional unit was the front end part of 1.5 tons weight car. The LCA included preparing raw materials, AP manufacturing, AP use, and AP end-of-life (EoL). Three different EoL scenarios were considered in this analysis. Several midpoint environmental impact indicators were evaluated. Overall, the results suggest that the different EoL scenarios do not affect the global environmental impact of both AP systems. The environmental impacts of the AP depend on the type of material. The AP of the PP-based GnPs nanocomposite exhibited a weight 28 % lower than the AP of the PP/GF composite. This lightweight resulted in energy and emissions savings, especially during the AP use stage, which was the stage with the most significant contribution in most environmental impact categories. Using nanocomposite reduced the AP environmental impact from 17 % to 75 %, depending on the impact category. The study suggested that substituting traditional composite with a new lighter nanocomposite can decrease the global environmental impacts caused by AP.

Advanced 3D woven profile structures and their composites for automotive applications

AbstractThe woven profiled structures and their composites are beneficial for automobiles specifically E‐vehicles due to near‐net‐shape manufacturing, snug‐fitting, and lightweight. This study reported the junction strength of 3D integrally woven, and stitched profile structures such as L, U, +, ±, T, Pi, and H produced using high‐strength polyester yarn and their composites. The junction strength of integrally woven profiles and their composites was higher than that of stitched profiles. The stitched profile composites failed at the stitch line mainly due to delamination, leading to incomplete reinforcement strength realization. However, the integrally woven profile composites fail due to fracture of yarns within the reinforcement, leading to higher junction strength.

Investigations on Aluminium and Fly-Ash Reinforced Composites in Automotive Applications

In Recent days the less weight composite materials are majorly used in engineering applications. The composite materials have enough characteristics of resisting tribological properties, hardness and tensile strength. Due to lesser weight and strength, a composite material plays a major role in emerging engineering applications. Aluminium LM5 has been used as matrix material and different weight percentage of fly ash (10%, 20%, and 25%). The mechanical behaviour and microstructure of Al-Flyash composites are evaluated. Magnesium is added to reduce the surface tension and avoids the neglecting of the particles from the melt. In this article we are suggest fly ash composite material gives better efficiency in automotive applications and reducing the tribological properties.

An experimental and numerical analysis on influence of triggering for composite automotive crash boxes under compressive impact loads

In automobiles there is large scope for composite materials to be used for manufacture of structural parts. The development of electric vehicles has caused for a gain in utilization of composites in automotive applications. In the event of a collision composites afford for an electrical insulation aimed at safety in contradiction of electric shock along with higher strength to weight ratios, which helps in making light weight automobile structures. But composite materials have peculiar as well as complex deformation patterns under compressive impact loading, which is common in vehicle collisions. The deformation pattern of the composites depends on the type of materials used for reinforcement as well as matrix and their layout. Triggers which are accommodated in the design of an element so that deformation initiates at the specific region and has a high impact on the attribute with reference to energy absorption the component as they modify the deformation modes. Therefore before using composite materials for structural parts in automobiles, it is essential to characterize their behaviour when subjected to impacts. For the parts under compressive impact loadings the common method employed for studying the behavior under such conditions is Drop weight impact testing. In this study a GFRP (glass fiber reinforced plastic) composites crash boxes with four different cross sections (square, cylindrical, hexagonal and decagonal) provided with two different triggering patterns (slot trigger and front end trigger) are subjected to drop weight impact testing. In this study, influence of triggering on composite crash box is investigated using experimental drop weight testing along with correlation of numerical simulation. The prime motive of this study is to illustrate the influence of triggers on the deformation pattern along with the force and energy absorption level for a GFRP crash boxes under drop weight axial impacts.

Reuse of marble wastes as reinforcement phase in LM6 aluminium matrix composites for automotive applications

Reuse of marble wastes as reinforcement phase in LM6 aluminium matrix composites for automotive applications

Influence of two different range of sillimanite particle reinforcement on tribological characteristics of LM30 based composites under elevated temperature conditions

In this work, high temperature wear-resistant LM30/sillimanite composites for automotive applications have been fabricated. Dual particle size composites reinforced with naturally occurring sillimanite mineral were processed and investigated for operating temperatures in the range of 50–300 °C. Sillimanite particles with size range of 1–20 μm (fine) and 75–106 μm (coarse) were mixed in weight ratio of 3:1, 1:1, and 1:3 to be reinforced to the LM30 alloy. SEM micrographs and area mapping/line mapping profile results showed presence of different phases and revealed that sillimanite inclusion changed the morphology of proeutectic silicon to globular and refined its grain size. Particles were well distributed in LM30 matrix. Increase in reinforcement level of particles led to continuous improvement in properties. As such, the best properties were obtained in composite containing 15 wt% sillimanite with proportion of fine: coarse particles as 3:1 (15-DPS3 composite). The transition temperature of wear mode increased from 150 °C for base alloy to 200 °C for composites. For the temperature-pressure condition of 200–1 MPa, 15-DPS3 composite showed 15% higher hardness, 80% lower wear rate, 48% lower friction coefficient, and 28% lower thermal expansion coefficient than base alloy. These wear characteristics of composites were comparable to the commercially used grey cast iron material. XRD of wear track/debris confirmed the formation of tribolayer. SEM analysis of wear track/debris identified the wear mechanisms causing materials loss under different contact pressures. Light-weight and economical composites developed in this research can act as a good substitute for the heavy cast iron components used in industry.

Forming behaviour of aluminium matrix nano Al2O3 composites for automotive applications

ABSTRACT Researchers have been extensively studied the outstanding performance of composite materials in comparison with the individual materials. Metal matrix nanocomposites have emerged as one of the functional material with improved properties, contributing to the wide range of applications. Aluminium matrix nano Al2O3 composites were developed by ultrasonic probe assisted stir casting method and hot forging method methods. Then, the afterheat treatment process was applied for further improvement of mechanical properties. The post-processing like forming process results in aligned fibrous grain flow pattern which result in improvement in microstructure and properties. The effectiveness and the influence of parameters on the mechanical characteristics of Al/Al2O3 nanocomposites are addressed in this paper.

The Effect of Temperature and Strain Rate on the Interfacial Behavior of Glass Fiber Reinforced Polypropylene Composites: A Molecular Dynamics Study.

To make better use of fiber reinforced polymer composites in automotive applications, a clearer knowledge of its interfacial properties under dynamic and thermal loadings is necessary. In the present study, the interfacial behavior of glass fiber reinforced polypropylene (PP) composites under different loading temperatures and strain rates were investigated via molecular dynamics simulation. The simulation results reveal that PP molecules move easily to fit tensile deformation at higher temperatures, resulting in a lower interfacial strength of glass fiber–PP interface. The interfacial strength is enhanced with increasing strain rate because the atoms do not have enough time to relax at higher strain rates. In addition, the non-bonded interaction energy plays a crucial role during the tensile deformation of composites. The damage evolution of glass fiber–PP interface follows Weibull’s distribution. At elevated temperatures, tensile loading is more likely to cause cohesive failure because the mechanical property of PP is lower than that of the glass fiber–PP interface. However, at higher strain rates, the primary failure mode is interfacial failure because the strain rate dependency of PP is more pronounced than that of the glass fiber–PP interface. The relationship between the failure modes and loading conditions obtained by molecular dynamics simulation is consistent with the author’s previous experimental studies.

Design of Epoxy based Resin Composites for Automotive Applications: A Case Study on IC Engine Valve Guide

The present attempt in this project is to reduce the vibrations, temperature due to friction, noise and weight of I C engine valve guide by replacing conventional metal valve guide with composite valve guide. Composite materials have been used in automotive components because of their properties such as low weight, high specific stiffness, corrosion resistance, ability to produce complex shapes, high specific strength and good impact energy absorption etc. The Internal combustion engine valve guides are the parts that support the valves in the cylinder head, besides this it keeps lubricating oil from getting sucked into the combustion chamber past the intake valve stem, it keeps exhaust gases from getting into the crankcase past the exhaust valve stem and it also keeps the valve face in perfect alignment with the valve seat. A valve guide test rig is indigenously fabricated. Valve guides are manufactured using the developed composite material (Resin ARL-136, Hardener AH-126 and 4 vol% WS2), on a CNC lathe. The performance of the developed composite guide under varied conditions of speeds, that is, fixed change in rpm and modulated changes in rpm is assessed. Noise, temperature and vibrations are measured. The experimental data revealed that contribution of composite guide in respect of acceleration, velocity and displacement components of vibration is not substantial. A substantial reduction in noise levels is seen. As far as temperature rise due to friction is concerned maximum components fail at elevated temperatures, with composite guides the temperature generated due to friction at higher speeds is less, a considerable weight reduction is also observed.

Microstructure, mechanical and tribological performance of hybrid A359/(SiC + Si3N4) composites for automotive applications

In this study, microstructure analysis, yield strength at high temperatures and wear rate of hybrid A359/(SiC + Si3N4) composites were investigated. Different weight percent of (SiC + Si3N4) particles were introduced to synthesis the composites using stir/squeeze process. XRD, SEM, TEM and EDS were utilized to investigate the distribution of particles throughout the matrix, and the interfacial reaction at matrix/particle interface. It confirmed the existence of MgAl2O4 which enhances the wettability between the particles and the matrix, and the absence of particle agglomeration. The (SiC + Si3N4) addition not only enhances the hardness measurements but also leads to a reduction in the dendritic arm spacing (DAS). Moreover, it develops the wear performance and the yield strength at high temperatures. The developed composites provide a promising material suitable for automotive industries.

Environmental Aspects of Use of Recycled Carbon Fiber Composites in Automotive Applications.

The high cost and energy intensity of virgin carbon fiber manufacture provides an opportunity to recover substantial value from carbon fiber reinforced plastic wastes. In this study, we assess the life cycle environmental implications of recovering carbon fiber and producing composite materials as substitutes for conventional and proposed lightweight materials in automotive applications (e.g., steel, aluminum, virgin carbon fiber). Key parameters for the recycled carbon fiber materials, including fiber volume fraction and fiber alignment, are investigated to identify beneficial uses of recycled carbon fiber in the automotive sector. Recycled carbon fiber components can achieve the lowest life cycle environmental impacts of all materials considered, although the actual impact is highly dependent on the design criteria (λ value) of the specific component. Low production impacts associated with recycled carbon fiber components are observed relative to lightweight competitor materials (e.g., aluminum, virgin carbon fiber reinforced plastic). In addition, recycled carbon fiber components have low in-use energy use due to mass reductions and associated reduction in mass-induced fuel consumption. The results demonstrate environmental feasibility of the CFRP recycling materials, supporting the emerging commercialization of CF recycling technologies and identifying significant potential market opportunities in the automotive sector.

Development and characterization of A359/AlN composites for automotive applications

A359/AlN composites were successfully manufactured using stir and squeeze techniques. Microstructure, aging behavior, hardness, thermal and mechanical properties were inspected. Microstructural investigation showed a uniform distribution of AlN particles in A359 matrix and a significant reduction in porosity. Interfacial analysis indicated considerable bonding between A359 matrix and AlN particles. Hardness, ultimate compressive and yield strength increased as AlN content increased from 5 to 15 wt%. Furthermore, aging process of A359/AlN composites was accelerated by increasing AlN content. Differential thermal analysis (DTA) revealed that A359/AlN composite had lower eutectic temperature than that of A359 alloy. Finite element modeling showed the dependence of the stress induced in A359/AlN composite on the distribution of AlN particles.

Investigation on energy absorption of natural and hybrid fiber under axial static crushing

Using metallic materials in vehicles structures increases cost and fuel consumption, therefore, the trends start to use cheaper and lite materials. Fibers are used in composites in automotive applications because they are lightweight, stiff, and stronger than bulk material, as well as achieve comparable energy absorption to metallic materials. The aim of this research is to investigate the potential of natural fiber in the applications of crash energy absorption. An experimental procedure (hand layup) was applied to investigate the effect of using jute fiber on crash worthiness parameter of composite material with other types of fibers such as Kevlar and glass fiber reinforced epoxy composite. The work involved fabrication the tubes using three layers, two geometries (circular and square) with three different heights at constant crush speed 1.5 mm/s. The results show that the tubes of jute fiber were ineffective and failed directly, but, replacing one layer of jute fiber by one layer of other types of fibers lead to an enhancement in crash worthiness parameters especially, failure type and crash worthiness parameters. The better results are achieved when using hybrid jute and kevlar, where the energy absorption is enhanced by 17.75% and the specific energy absorption is enhanced by 25.122% in case of circular tube with diameter 50 mm. In case of square tube with side length 50 mm, the results are enhanced by 62.764% for energy absorption and 58.942% for specific energy absorption.

Potential use of 'green' composites in automotive applications

Potential use of 'green' composites in automotive applications

Environmental performance of self-reinforced composites in automotive applications — Case study on a heavy truck component

A screening environmental life cycle analysis (LCA) of the novel self-reinforced poly(ethylene therephthalate) (SrPET) is presented in this paper. A truck exterior panel is used as case study where a concept design made by SrPET is assessed and compared to a glass fibre reinforced composite and a thermoplastic blend that are currently used for the selected component. The results showed that the SrPET panel has 25% lower environmental impact compared to the current design, with no significant life cycle trade-offs. SrPET offers possibilities for weight reduction while maintaining good mechanical properties. As the impact during use phase is expected to decrease in the future the relative importance of manufacturing and end-of-life (EOL) will increase. Thus SrPET can be considered a competitive material for replacing existing energy intense non-recyclable composites.

A computer‐aided framework for product design with application to wheat straw polypropylene composites

AbstractThe use of wheat straw and other agricultural byproduct fibres in polymer composite materials offers many economic and environmental benefits. Wheat straw has been recently commercialized as a new filler for polypropylene thermoplastic composites in automotive applications. However, to expand its application in the automotive industry and other sectors where highly‐engineered materials are needed, a systematic database and reliable composite property models are needed. For this purpose, this research aims to develop a product design approach based on mixture design methodologies and inverse optimization for wheat straw polypropylene (WS‐PP) composites for the automotive industry. The approach follows hierarchical steps starting from consumer needs and ending with specific end‐products. Relevant information obtained systematically from historical data is used to design experiments and develop response surface models of composite properties as a function of a composite's component proportion. The response surface models are used to simulate and optimize the composition formulation of the composite, which meets the targeted product specifications. The last step of the proposed methodology is to optimize the composite ingredients to maximize wheat straw utilization in the final composite while minimizing the overall material cost. A case study is presented for the design of wheat straw polypropylene/impact copolymer polypropylene (WS‐PP/ICP) composite for the automotive industry.

A decision-making model for selecting the most appropriate natural fiber – Polypropylene-based composites for automotive applications

Recent emphasis on the proper utilization of the available natural resources as well as the compatibility between industrial sustainability and the environment have recognized the natural fiber reinforced polymer composites as a valuable type of materials. The final features of natural fiber reinforced polymer composites are strongly influenced by the characteristics of their constituents. Several factors affect implementing natural fiber reinforced polymer composites in automotive applications, which make it a matter of multi-criteria decision making problem. In this work, a decision-making model is introduced to evaluate and select the most appropriate non-woven natural reinforcement fiber/polypropylene-based composites for interior parts in the automotive industry considering various evaluation criteria simultaneously. The analytical hierarchy process was utilized to assess 15 potential alternatives of different natural fiber/polypropylene composites. The evaluation process considered simultaneous six evaluation criteria, namely tensile strength, tensile modulus, flexural strength, flexural modulus, impact strength and the maximum water absorption of the composites. Such approach is implemented here for the first time to enhance the selection process of natural fiber reinforced polymer composites for automotive application and to expand the future sustainable design possibilities in this sector. Both impact and flexural strengths were found to have the major priority in the evaluation process. The treated flax/polypropylene composite with 30 wt% fiber loading alternative was found to be the best with regard to the overall evaluation criteria. Date palm fiber/polypropylene composites were found to be potential considering the whole desired evaluation criteria.

Novel Hybrid Flax Reinforced Supersap Composites in Automotive Applications

Flax fibre bio-epoxy composites have not found many commercial uses in structural applications on account of their lack of cost efficiency and high susceptibility to environmental changes. Non-woven flax mats were subjected to alkali, acetylation, silane and enzymatic treatment, and then combined with untreated unidirectional (UD) flax fabrics to make hybrid flax bio-epoxy composites. Mechanical and environmental resistance (aging) tests were performed on the treated flax fibres. The glass transition temperature was detected at about 75 °C with little effect of treatments. Untreated composites were found to have a tensile strength of 180 MPa while no significant improvement was observed for any of the treatments, which are also not environmentally friendly. The amiopropyltriethoxysilane (APS) composites after Xenon aging, retained the tensile strength of 175 MPa and a modulus of 11.5 GPa, while untreated composites showed 35% reduction in elastic modulus.