Development of Portable Self Contained Phase Shifting Digital Shearography for Composite Material Testing

<div class="section abstract"> <div class="htmlview paragraph">Nondestructive tests are those tests which detect factors related to the serviceability or quality of a part or material without limiting its usefulness. Material defects such as surface cracks, laps, pits, internal inclusions, bursts, shrink, seam, hot tears, and composition analysis can be detected. Sometimes their dimensions and exact location can be determined. Such tests can usually be made rapidly. Processing results such as hardness, case depth, wall thickness, ductility, decarburization, cracks, apparent tensile strength, grain size, and lack of weld penetration or fusion may be detectable and measurable. Service results such as corrosion and fatigue cracking may be detected and measured by nondestructive test methods. In many cases, imperfections can be automatically detected so that parts or materials can be classified.</div> <div class="htmlview paragraph">The SAE Handbook describes the following nondestructive test methods:</div> <ol class="list nostyle"> <li class="list-item"> <div class="htmlview paragraph">SAE J359—Infrared</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J420—Magnetic Particle</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J425—Eddy Current</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J426—Liquid Penetrant</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J427—Penetrating Radiation</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J428—Ultrasonic</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J1242—Acoustic Emission</div></li> <li class="list-item"> <div class="htmlview paragraph">SAE J1267—Leakage Testing</div></li></ol> <div class="htmlview paragraph"><span class="xref">Table 1</span> summarizes the principal features of most of these tests. In addition to the tests described, other nondestructive tests exist which are less well established, but whose use is expanding. Among these are microwave tests, holography, and sonic tests. Microwaves are used to locate defects in nonmetallic substances and to determine some physical characteristics of those materials. Optical holography uses coherent light from a laser beam to detect strains and defects in materials by means of three-dimensional imaging and interferometry techniques. Acoustical holography uses ultrasonic waves to image discontinuities in the interior of solids. Recent refinements in sonic testing permit more objective determination of the physical properties of cast iron. Complete information concerning each nondestructive test can be obtained from books listed in the bibliographies of the aforementioned reports.</div> <div class="htmlview paragraph">Increasing consumer demand for product quality at reasonable cost has resulted in development of nondestructive tests which can be applied to materials and manufactured parts. Although a variety of complementary nondestructive methods is available, development time is generally required for application to specific materials or products. The effect of part contour, surface condition, heat treatment, composition variation, and other variables may limit the ability of certain tests to detect imperfections with desired accuracy.</div> <div class="htmlview paragraph">Nondestructive tests properly applied to basic material can add greater assurance of performance to design strengths, thereby affecting material and manufacturing economy. In addition, parts can be tested after each basic operation which is critical to service performance of the finished part. In-process nondestructive tests can also serve as basic components of feedback process control systems since all tests are based upon measurements which do not damage the material or part being inspected.</div></div>

With the growing industrial development and reliance on fossil fuels, green house gas emission has become a major problem. Transportation plays a massive role in producing CO2 gas emission with personal vehicles producing the largest share. Light weighting is a possible solution of reducing the CO2 gas emissions. On an average, 100 kg of mass reduction achieved on a passenger car saves about 9 g of CO2 per km at the car exhaust. Some lightweight materials are already being used in automobile sector such as aluminum, magnesium, their alloys, composite materials, etc. A novel category is metal foams, which are one of the metal matrix composites, having uniformly distributed gaseous pores as reinforcement embedded in the metal matrix. A high porosity in metal foams makes them potential candidates to absorb the large amount of mechanical energy, damping vibrations and ability of sound absorption which can be well exploited in automotive industry. As per requirement in different sectors, metal foam of different metals has been developed like Al, Mg, Fe, etc. Based on the porosity of metal foams, they have found their applications in the functional and structural field. This book chapter emphasizes on the recent development in the field of metal foams, mechanical properties, which can be exploited in the automotive industry, processing method and also gives the overview of existing and as well as the potential field where these novel material can be utilized.

<div class="section abstract"><div class="htmlview paragraph">With rising fuel prices, lightweight structures and materials (like composites) are receiving more attention. Composite materials offer high stiffness to weight and strength to weight ratios when compared with traditional metallic materials. Traditionally, composite materials were generally costly which made them only attractive to very limited industries (e.g., the defense industry). Advances in their manufacturing and new innovations have brought the cost of these materials down and made them reasonably competitive. They have gained more and more usage in the last 3 decades in the aerospace industry and have recently been gaining more usage in the automotive industry. In automotive design, they yield lighter structures which have positive impact on attributes like fuel economy, emission and others. Proper modeling and analyses need to be performed to make sure that other attributes (e.g. durability, noise, vibration and harshness or NVH) are assessed properly and remain competitive. Composite materials offered for real applications in the automotive industry vary from thermo-plastics to laminated and fiber-reinforced structures. This paper will focus on laminated beams and their applications in the auto industry.</div></div>

Review of Non-destructive Testing (NDT) Techniques and their Applicability to Thick Walled Composites

Scope Advanced Non Destructive Testing (NDT) techniques rely on consistent acquisition of data and its reliable analysis. As technology advances, new challenges emerge. For instance, the amount of data produced is exceeding the qualified personnel available for data analysis; moreover, the files produced can be easily handle unethically. Our project proposes the implementation of Artificial Intelligence (AI) techniques to develop algorithms to better harness the data available, in order to enhance the quality of data analysis and better monitor ethical practices. Method: For any NDT technique, the consistency of the results and the reliability of the findings depends heavily on the personnel performing the inspections and evaluating the results. As more advanced NDT techniques are available in the areas of ultrasound, digital data becomes available opening the door for intelligent tools for analysing and handling ultrasound data. This project proposes an innovative analysis software based on Computational Intelligence (CI) techniques. The implementation of this software reduces the time needed for a single analysis and the consistency of results, more importantly; it can be use as an audit tool to ensure data files have not been mishandle. Results/conclusions For the first stage of the proposed CI cloud-based software, the data collected by the inspector is send via internet connection to web-based servers. During the second stage, the data will be verify for quality; if any data is missing or poor-quality is detected, the software will inform the inspector that data must be resubmitted. Once the verification of data is completed, the data analysis is then perform by CI-based algorithms, which can recognise and classify features within the data such as geometry indications, anomalies and defects. Following the CI-based analysis, the software generates a complete report and the results are be available to the user via a 3D visualization interface. This report includes details of sizing, characterisation, location of defects, geometry indications and other relevant information related to the analysed data. The information contained in the interface and generated by the software will be available to the final user for validation and approval. The CI-based analysis tools have already been use to monitor several data files from NDT inspections using Phased Array Ultrasound (PAUT) and the results have successfully verify the authenticity of the ultrasound raw data, which is a critical verification step and evidence of any mal practices or mistakes of data handling. Novelty There is a lack of reliable tools available to NDT experts that can facilitate the task of analysing data; this innovative software takes advantage of the CI techniques and expert knowledge to address this issue. Furthermore, our approach offers a high degree of consistency for identifying defects; improves the quality of the analysis and reduces the time invested in such critical NDT duty. Auditing raw data from ultrasound inspection is a challenging task; by taking advantage of CI-based analysis tools this task can be easily implement it as reliable auditing practice.

<div class="section abstract"><div class="htmlview paragraph"><b>Background</b>: The Indian automobile industry, including the auto component industry, is a significant part of the country’s economy and has experienced growth over the years. India is now the world’s 3<sup>rd</sup> largest passenger car market and the world’s second-largest two-wheeler market. Along with the boon, the bane of road accident fatalities is also a reality that needs urgent attention, as per a study titled ‘Estimation of Socio-Economic Loss due to Road Traffic Accidents in India’, the socio-economic loss due to road accidents is estimated to be around 0.55% to 1.35% of India’s GDP [<span class="xref">27</span>] Ministry of road transport and highways (MoRTH) accident data shows that the total number of fatalities on the road are the highest (in number terms) in the world. Though passenger car occupant fatalities have decreased over the years, the fatalities of vulnerable road users are showing an increasing trend. India has committed to reduce road fatalities by 50% by 2030. In this context, the automotive industry as well as MoRTH have been taking multiple initiatives including those related to vehicular and road engineering as well as educational measures for raising awareness in the field of road safety.</div><div class="htmlview paragraph">With the intent of lowering road traffic accidents, the government and the ministry are constantly upgrading the requirements related to vehicles, infrastructures, and their implementation thereof. In this context, various future regulations are being deliberated. One such regulation in discussion pertains to requirements for the protection of the passenger car occupants in the event of a full-frontal collision with a focus on restraint systems (AIS 201). This will push manufacturers to design more sophisticated restraints that would help to reduce restraint-induced injuries. The draft version of the standard is available for public input/ discussion.</div><div class="htmlview paragraph">The key objective of the study documented herein is to consider various aspects of the draft standard (AIS 201) from the Indian perspective. This study investigates the research questions, enumerated below: <ol class="list nostyle"><li class="list-item"><span class="li-label">1</span><div class="htmlview paragraph">What should be the appropriate test speed for the full-frontal test based on Indian accident data?</div></li><li class="list-item"><span class="li-label">2</span><div class="htmlview paragraph">What is the suitable dummy configuration in terms of gender, seating position, and age to maximize occupant safety in full frontal accidents?</div></li><li class="list-item"><span class="li-label">3</span><div class="htmlview paragraph">Is the proposed ATD’s anthropometry (weight and height) suitable, based on the people involved in full frontal cases in India?</div></li><li class="list-item"><span class="li-label">4</span><div class="htmlview paragraph">What are occupant injury attributes in full-frontal accidents?</div></li></ol></div><div class="htmlview paragraph"><b>Key findings/ expected research findings</b>: India has a very different mix of road traffic users and road traffic fatalities compared to that in Europe (Refer to <span class="xref">Table 1</span>). Further, issues like seat belt usage are of utmost concern. The demographic for India is also very different from those of developed economies. With India being a country with a rather young population, male and female dummies for driver and front passenger positions should be looked upon. This calls for India-specific safety regulations and research work on automotive test dummies.</div><div class="htmlview paragraph"><b>Practical implications</b>: The study can potentially provide a suggestion for alignment of the regulatory requirements with the actual situations, thereby increasing the effectiveness of the standard.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Vibration testing is an essential component of automotive product development, ensuring that components such as engines, transmissions, and electronic systems perform reliably under various operating conditions. The adoption of electronics in the automotive industry, particularly during the 1950s and 1960s, marked a shift in vibration testing approaches, moving from primarily low-frequency tests to methods that could address high-frequency vibrations as well. This evolution highlights the need for effective vibration fixture designs that can simulate real-world conditions, enabling manufacturers to detect potential weaknesses before products are integrated into vehicles. A key aspect of vibration testing is the identification of resonant frequencies within components. The coupled mass-spring-damper system, for example, can exhibit multiple resonances characterized by a Bode Diagram, where the Q factor technique is utilized to assess damping levels. Accurate vibration analysis can be achieved through various methodologies, including modal analysis and frequency response calculations, which help engineers understand how components will behave under different stimulus.</div><div class="htmlview paragraph">Furthermore, the use of advanced analytical tools, such as Finite Element Analysis (FEA) has become increasingly important in the automotive industry. These modern approaches allow for more precise and efficient vibration analysis, providing deeper insights into potential issues and enhancing overall product reliability.</div><div class="htmlview paragraph">By adhering to industry standards such as International Organization for Standardization standard i.e. (ISO) 16750-3, Society of Automotive Engineers standard i.e. (SAE) J1455, and Military standard (MIL-STD)-810G, manufacturers can ensure their products meet rigorous safety and durability requirements, ultimately leading to reduced warranty claims and increased customer satisfaction.</div><div class="htmlview paragraph">Utilizing FEA allows for virtual prototyping, which reduces the reliance on physical prototypes traditionally used to test and refine designs. This approach not only shortens the design-to-production cycle but also allows for comprehensive testing and optimization, ultimately resulting in a more efficient development process and lower costs associated with prototype creation.</div><div class="htmlview paragraph">The design process for vibration fixtures involves a cyclical approach where simulations guide modifications. By continuously analysing and adjusting designs based on performance data, engineers can refine fixtures to meet specific criteria such as cost efficiency, structural performance, and overall functionality. This iterative nature of design helps in exploring multiple configurations and ensuring that the final product achieves all desired performance targets within the constraints of the given package space.</div></div>

Mechanical response of composite materials prepared with polyurethane elastomers and polyvinyl chloride films

The copper graphite composites are often being applied as bearing materials in various industries. In present investigation, the correlation between the topographical characteristics of relaxed layer to tribology in Cu-Gr-TiC composite system has been investigated. For this purpose, the flake powder metallurgy approach was used to fabricate Cu-Gr-TiC composites and the tribology of these composites was studied under lubricating (synthetic SAE 20W40 motor oil) condition. Variable loads of 10 N–70 N, sliding velocities of 0.75 m s−1–3 m s−1, and sliding distances of 2000 m–8000 m were the test parameters for sliding wear of composites under lubricating conditions. The worn surfaces were examined using SEM and EDS while topographical parameters were studied by AFM. The other properties like mechanical and physical properties were also studied for the sintered samples to better correlate the overall results of surface topography and tribology. The tests depict the successful fabrication of the composites. The composite having 4.5 wt% TiC particles exhibit maximum hardness and least wear and CoF under lubricating environment. The results of sliding wear test conducted under lubrications revealed that rise in the concentration of nano TiC particles in the matrix improves the composite’s tribological performance. The mechanism of wear for pure copper sample is abrasion whereas for TiC particle reinforced composite is smooth ploughing and delamination. The surface topographical parameters that are average surface roughness, area peak to valley height and skewness depicted less roughness values and better load bearing capacity for 4.5 wt% TiC reinforced Cu-Gr sample. The fabricated TiC reinforced copper graphite composites could be utilized as bearing materials in automotive industries.

A localized source of heat, such as that of laser beam, can provide a convenient means of producing a surface layer of altered microstructure. By using surface hardening treatment, wear resistance can be increased. Experiments were performed using a Nd:YAG pulsed laser under different processing conditions. Scanning electron microscopy (SEM), energy dispersive spectroscopy (EDS) and X-ray mapping (SEM) were employed to observe the effect of laser melting treatment on the microstructural properties of the samples. Depending on the selected laser treatment working conditions, different microstructures characteristics of surface melting can be achieved in the treated zone. Higher microhardness values were found at the treated area showing a superficial hardening of the sample and, consequently, an improvement of the wear resistance of these automotive alloys. The aim of this work is to find the optimal process parameters and to evaluate the characteristics of the laser superficial hardening (LSH) in a pearlitic gray iron and Al-Si alloy used in an automobile industry (bearing and piston materials in automotive industry).

Exploring mechanical properties of eco-friendly hybrid epoxy composites reinforced with sisal, hemp, and glass fibers

Solidification studies on sand cast Al 6061–SiC p composites

Laminated glass is widely used for architectural glazing and as windshield material in automotive industry. The architectural application of laminated glass is subjected to low-velocity impact by flying debris in hurricane, tornado, and blast events. The automotive application is subjected to low-velocity impact in traffic accidents. Circular samples of laminated glass are subjected to low-velocity impact at 1, 2, 3, and 4 m/s impact velocity approximately by means of Instron Dynatup testing machine. The impact tup force is recorded by data acquisition equipment of the machine. The low-velocity impact of laminated glass is modelled in explicit finite elements, using the commercial software ABAQUS. Three finite element models are examined: brick element model with 4 plies of elements per a glass layer and one per the interlayer, continuum shell element model with a brick element ply for the interlayer, and conventional shell element model excluding the interlayer shear. The glass layers are modelled by brittle damage material model, which is based on fracture toughness Charpy tests. The interlayer of the polymeric (PVB) material is modelled as elastic material with instantaneous Young’s modulus found in a creep test. The careful modelling of laminated glass low-velocity impact in explicit finite element code provides corresponding to the experiment results. The conventional shell element model underestimates the energy dissipation. The continuum shell element model could be very efficient if it is stable enough. The necessity of efficient laminated glass shell element is discussed. The finite element analysis gives an insight of the progressive failure of the laminated glass, explaining the place and the order of radial and circular crack appearance. The investigation of the laminated glass response to the low-velocity impact gives the opportunity to optimize the laminated glass layers for higher resistance.

One of the widely used powder metal materials in automotive industry, which is copper steel FC 0205 (Fe + 2% Cu + 0.5% C), was used in this study. The pressed samples has been prepared at the compression pressure of 680 MPa and sintered in conventional furnace at 1120°C for 30 minutes. The samples with 7 Mg/m3 densities were used as fatigue and shot peening processes. Shot peening were applied with 20A and 32A and the others were not peened. Plasma nitrocarburizing process was performed at 555°C for 2 hours under 600–900 Pa pressure. Fatigue tests were conducted at room temperature on a rotating bending type fatigue test device. It was determined that shot peening should be used where increased fatigue strength is needed, and plasma nitrocarburizing should be preferred where surface hardness is required, and plasma nitrocarburizing after shot peening process is much more useful.

<div class="htmlview paragraph">Several years ago some of the most prominent leaders in automotive industries cooperated to form a purely engineering group that had as its primary purpose developing a type of rigid-airship construction in which the public would have confidence. It was conceived that such an airship should be</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">(1)</span> <div class="htmlview paragraph">Fireproof</div> </li> <li class="list-item"> <span class="li-label">(2)</span> <div class="htmlview paragraph">Weatherproof</div> </li> <li class="list-item"> <span class="li-label">(3)</span> <div class="htmlview paragraph">Durable and permanent in structure</div> </li> <li class="list-item"> <span class="li-label">(4)</span> <div class="htmlview paragraph">Navigable in practically all kinds of weather</div> </li> <li class="list-item"> <span class="li-label">(5)</span> <div class="htmlview paragraph">Economical in the use of buoyant gas and ballast</div> </li> </ol> </div> <div class="htmlview paragraph">To meet all of these requirements it was decided, after mature consideration, that a substantially all-metal construction was imperative. Development of the Metalclad airship has now reached a point where the general soundness of the design seems fully assured as</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">(1)</span> <div class="htmlview paragraph">The structural and aerodynamic efficiencies have been established by both analytical and experimental methods</div> </li> <li class="list-item"> <span class="li-label">(2)</span> <div class="htmlview paragraph">The technical problems involved in the construction have been mastered to a certainty hitherto unapproached in any new design</div> </li> <li class="list-item"> <span class="li-label">(3)</span> <div class="htmlview paragraph">The general design of an airship of demonstration size, 200,000 cu. ft. or one-tenth the size of the Shenandoah, has been completed</div> </li> <li class="list-item"> <span class="li-label">(4)</span> <div class="htmlview paragraph">Full-sized structural members of every part of the framework have been built and tested to destruction revealing that the minimum safety factor is double that of the Shenandoah. The longitudinal strength of the metal hull will be more than four times as great as that of the Shenandoah</div> </li> <li class="list-item"> <span class="li-label">(5)</span> <div class="htmlview paragraph">The problem of riveting the metal hull-plating has been solved through the perfection of an automatic riveting-machine</div> </li> <li class="list-item"> <span class="li-label">(6)</span> <div class="htmlview paragraph">The problem of making the metal hull gas-tight has been solved with surprising efficiency indicating an osmosis of about one-tenth that through gold-beaters skin and only one-hundredth that through rubberized fabric</div> </li> <li class="list-item"> <span class="li-label">(7)</span> <div class="htmlview paragraph">A suitable coating to prevent corrosion has been satisfactorily tested</div> </li> <li class="list-item"> <span class="li-label">(8)</span> <div class="htmlview paragraph">A source of supply of aluminum alloys of dependable quality is assured</div> </li> <li class="list-item"> <span class="li-label">(9)</span> <div class="htmlview paragraph">Shop facilities for fabrication are available in Detroit</div> </li> <li class="list-item"> <span class="li-label">(10)</span> <div class="htmlview paragraph">Skilled metal-workers familiar with aluminum and its alloys are at hand</div> </li> </ol> </div> <div class="htmlview paragraph">These results depend upon certain fundamental principles that are described in the paper. In effect, the design is an entirely new one, but adheres to the fundamental unalterable principles underlying all sound engineering-work.</div> <div class="htmlview paragraph">The paper states that the Metalclad airship is the last step in the development of rigid airships and most certainly must be adopted if such a means of transportation is to be made available both for the arms of National Defense and for commercial purposes.</div> <div class="htmlview paragraph">Appendices that include extracts from studies and texts arranged to illustrate the subject matter in the main paper and furnish food for discussion supplement the paper. This material is partially elementary in form as limitations of space preclude any attempt at completeness.</div>