joanneum racing graz 09.04.

2016

Comparison between different layups for the impact attenuator

1. Introduction and preconditions

The impact attenuator (IA) which is covered at this tests will be used at a race car of the Formula Student series.
The goal is to fulfill the requirements of the given rules with the lightest possible design.

In the rules, there is stated that the peak deceleration of a 300 kg car may not exceed 40 g. Furthermore, the
maximum mean deceleration is limited too with 20 g. The impact velocity must be at least 7 m/s which results in
a kinetic energy of 7350 J to absorb by the impact attenuator.

For the tests, a pendulum with an inertia that represents the 300 kg was used. The initial displacement of the
pendulum was chosen in a way that the required 7 m/s are reached.

Due to fabrication reasons, the same design of the IA was used with different layups. In total, 6 different layups
were tested.

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2. Comparison of the Layups

2.1. Impact Attenuator V1

The layup for the first version is shown in the table below:

Orientation Comment
0°/90° Fabric Twill Total number of main layers: 8
±45° Fabric Twill
0° UD Layer Total weight: 1268 g
0°/90° Fabric Twill
±45° Fabric Twill
±45° Fabric Twill
0°/90° Fabric Twill
0° UD Layer
±45° Fabric Twill
0°/90° Fabric Twill

Figure 1 shows the deceleration over time and displacement for impact attenuator V1. It is visible, that the
deceleration is near to the top limit, so the number of plies can be reduced.

Figure 1: Deceleration over time and displacement – V1

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2.2. Impact Attenuator V2

The layup for the second version is shown in the table below:

Orientation Comment
0°/90° Fabric Twill Total number of main layers: 6
±45° Fabric Twill
0° UD Layer Total weight: 1061 g
0°/90° Fabric Twill
0°/90° Fabric Twill
0° UD Layer
±45° Fabric Twill
0°/90° Fabric Twill

Figure 2 shows the deceleration over time and displacement for impact attenuator V2.

Figure 2: Deceleration over time and displacement – V2

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2.3. Impact Attenuator V3

The layup for the third version is shown in the table below:

Orientation Comment
0°/90° Fabric Twill Total number of main layers: 6
Kraibon
±45° Fabric Twill Total weight: 1265 g
0° UD Layer
0°/90° Fabric Twill
Kraibon
0°/90° Fabric Twill
0° UD Layer
±45° Fabric Twill
0°/90° Fabric Twill

Figure 3 shows the deceleration over time and displacement for impact attenuator V3. The fact that the peak
deceleration decreased although the displacement decreased too shows the potential of Kraibon, because
more energy has been absorbed within less displacement – we’ve continued with removing layers.

Figure 3: Deceleration over time and displacement – V3

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2.4. Impact Attenuator V4

The layup for the fourth version is shown in the table below:

Orientation Comment
0°/90° Fabric Twill Total number of main layers: 5
Kraibon
0° UD Layer Total weight: 860 g (Optimized – overlaps..)
±45° Fabric Twill
0°/90° Fabric Twill
±45° Fabric Twill
0° UD Layer
Kraibon
0°/90° Fabric Twill

Figure 4 shows the deceleration over time and displacement for impact attenuator V4.

Figure 4: Deceleration over time and displacement – V4

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2.5. Impact Attenuator V5

The layup for the fifth version is shown in the table below:

Orientation Comment
0°/90° Fabric Twill Total number of main layers: 4
0° UD Layer
Kraibon Total weight: 860 g
±45° Fabric Twill
±45° Fabric Twill
Kraibon
0° UD Layer
0°/90° Fabric Twill

Figure 5 shows the deceleration over time and displacement for impact attenuator V5. The peak deceleration
exceeded the limits. Impact attenuator V5 was not able to absorb 7350 J.

Figure 5: Deceleration over time and displacement – V5

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2.6. Impact Attenuator V6

The layup for the sixth version is shown in the table below:

Orientation Comment
0°/90° Fabric Twill Total number of main layers: 3
Kraibon
0° UD Layer Total weight: 840 g
±45° Fabric Twill
0° UD Layer
Kraibon
0°/90° Fabric Twill

Figure 6 shows the deceleration over time and displacement for impact attenuator V6. The graph shows a
saddle point at 0,23 m, because the margin of the pendulum was reached and the rest of the remaining energy
was not absorbed completely by the impact attenuator. Impact attenuator V6 was also not able to absorb
7350 J.

Figure 6: Deceleration over time and displacement – V6

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3. Conclusion

The lightest design that fulfills the requirements is V4. The heaviest one is V1. In the table below, a comparison
of both is shown:

Version V1 V4
Weight 1268 g 860 g
Number of main layers 8 5
Kraibon used No Yes
Peak deceleration 39 g 28 g
Mean deceleration 11,4 g 11,3 g
Max. Displacement (=Deformation) 0,17 m 0,21 m

Impact attenuator V4 is the best suited option because it is the lightest one that fulfills our requirements.