CHAPTER TITLE PAGE

NO NO.

List of Abbreviations
List of Figures
List of Tables
Abstract

1 INTRODUCTION

1.1 COMPOSITE MATERIALS

1.1.1 Introduction
1.1.2 Constituents
1.1.2.1 Resin
1.1.2.2 Fiber
1.1.2.3 Cores
1.1.3 Fabrication Methods
1.1.3.1 Mould overview
1.1.3.2 Vacuum bag moulding
1.1.3.3 Pressure bag moulding
1.1.3.4 Autoclave moulding
1.1.3.5 Resin transfer moulding (RTM)
1.1.4 Physical properties of composites
1.1.5 Failure
1.2 SANDWICH STRUCTURES
1.2.1 Introduction
1.3 MANUFACTURING DEFECTS AND IMPERFECTIONS
1.4 FAILURE MODES OF COMPOSITE STRUCTURES
1.4.1 Tensile Failures
1.4.2 Compressive Failures
1.4.2.1 Crimping and Skin Wrinkling
 1.4.2.2 General Buckling

2 LITERATURE REVIEW

3 PROJECT PROCEDURE

3.1 SCOPE
3.2 METHODOLOGY

4 WORK DONE

4.1 MATERIAL SELECTION

4.1.1 CARBON FIBERS
4.1.2 KEVLAR
4.1.3 CARBON/KEVLAR (ARAMID) HYBRID
4.1.4 CORE
4.1.5 RESIN-ARALDITE GY257
4.1.6 HARDENER - ARADUR 2963
4.2 FABRICATION
4.2.1 MANUFACTURE PROCESS OF VACUUM BAGGING
4.2.2 Main Advantages
4.2.3 Main Disadvantages
4.3 CUTTING
4.4 TESTING OF SPECIMEN
4.4.1 Low velocity impact test
4.4.2 Edgewise Compression Test

5 OBSERVATION

5.1 LOW VELOCITY IMPACT ON THE SPECIMENS

5.1.1 C3 /CORE/ C3
5.1.2 K3 /CORE/ K3
5.1.3 H3 /CORE/ H3
5.1.4 CKC /CORE/ CKC
5.1.5 HCH/CORE/ HCH
5.1.6 HKH/CORE/ HKH
5.1.7 KCK/CORE/ KCK
5.2 EDGEWISE COMPRESSION TEST

6 RESULT ANALYSIS
 6.1 Dimensions of Impact (Depth Graphs)
6.1.2 C3 /CORE/ C3
6.1.2 K3 /CORE/ K3
6.1.3 H3 /CORE/ H3
6.1.4 CKC /CORE/ CKC
6.1.5 HCH/CORE/ HCH
6.1.6 HKH/CORE/ HKH
6.1.7 KCK/CORE/ KCK

7 CONCLUSION

8 FUTURE ENHANCEMENT

References
Appendices
 ABSTRACT

This report describes the experimental investigation of response of sandwich composites and
their damage due to low velocity impact varying the face sheet arrangements at different angles
using various energy levels. The face sheets are Carbon, Kevlar and Carbon-Kevlar hybrid that
are arranged at seven combinations and the core is Divinycell closed-cell H80. Square samples
of 60mm by 60mm sides were subjected to a low-velocity impact load using an instrumented
testing machine at four different energy levels. Impact parameters such as maximum force, time
to maximum force, and deflection at maximum force were evaluated and compared. The
experimental results showed that low-velocity impact responses and damage mechanism of
sandwich panels were affected significantly by adding two more layers of face sheets.
 CHAPTER 1
INTRODUCTION

1.1 Composite Materials

Composite Materials are materials made from two or more constituent materials with sigficantly
different physical or chemical properties, that when combined, produce a material with
characteristics different from the individual components. The individual components remain
separate and distinct within the finished structure. The new material may be preferred for many
reasons: common examples include materials which are stronger, lighter, and less expensive
when compared to traditional materials.

Typical engineered composite materials include:

 Composite building materials such as cements, concrete.

 Reinforced plastics such as fiber - reinforced polymer

 Metal Composites

 Ceramic Composites (composite ceramics and metal matrices)

Composite Materials are generally used for buildings, bridges and structures such as boat hulls,
swimming pool panels, race car bodies, storage tanks etc. The most advanced examples perform
routinely on spacecraft in demanding environments

1.1.1 INTRODUCTION

Composites are made up of individual materials referred to as constituent materials. There are
two main categories of constituent materials: matrix and reinforcement. At least one portion of
each type is required. The matrix material surrounds and supports the reinforcement material by
maintaining their relative positions. The reinforcement impart special mechanical and physical
properties to enhance the matrix properties. A synergism produces material properties
unavailable from the individual constituent materials, while the wide matrix and strengthening
materials allows the designer of the product or structure to choose an optimum combination.
Engineered composite materials must be formed to shape. The matrix introduced to the
reinforcement before or after the reinforcement material is placed into the melding cavity or onto
the mould surface. The matrix material experiences a melding event after which the part shape is
essentially set, Depending upon the nature of the matrix, this melding event can occur in various
ways such as chemical polymerization from the melted surface.

A variety of moulding methods can be used according to the end-item design required. The
principal factors impacting the methodology are the natures of the chosen matrix and
reinforcement materials. Another important factor is the gross quantity of material to be
produced. Large quantities can be used to justify high capital expenditures for rapid and
automated manufacturing technology. Small production quantities are accompanied with lower
capital expenditures but higher labour and tooling costs at a correspondingly slower rate.

Many commercially produced composites use a polymer matrix material often called a resin
solution. There are many different polymers available depending upon the starting raw
ingredients. There are several broad categories, each with numerous variations. The most
common are known as polyester, vinyl ester, epoxy phenolic, polyimide polyamide,
polypropylene, and others. The reinforcement materials are often fibers but also commonly
ground minerals. The various methods described below have been developed to reduce the resin
content of the final product, or the fiber content is increased. As a result of thumb, lay up results
in a product containing 60% resin and 40% fiber, whereas vacuum infusion gives a final product
with 40% resin and 60% fiber content. The strength of the product is greatly dependent on this
ratio.

1.1.2 CONSTITUENTS

1.1.2.1 Resin

Typically, most common polymer-based composite materials including fiberglass carbon fiber,
and Kevlar, include at least two parts, the substrate and the resin.

Polyester resin tends to have yellowish tint, and is suitable for most backyard projects. Its
weaknesses are that it is UV sensitive and can tend to degrade over time, and thus generally is
also coated to help preserve it. It is often used in the making of surfboards and for marine
applications. Its hardener is a peroxide, often MEKP (methyl ethyl ketone peroxide). When the
peroxide is mixed with the resin, it decomposes to generate free radicals, which initiate and not
re-appear unchanged at the end of the reaction, they do not fit the strictest chemical definition of
a catalyst.
Vinylester resin tends to have a purplish to bluish to greenish tint. This resin has lower viscosity
than polyester resin, and is more transparent. This resin is often billed as being fuel resistant but
will melt in contact with gasoline. This resin tends to be more resistant over time to degradation
than polyester resin (at a similar mix ratio) and the cost is approximately the same.

Epoxy resin is almost totally transparent when cured. In the aerospace industry, epoxy is used
structural matrix material or as a structural glue

1.1.2.2 Fiber

Reinforcement usually adds rigidity and greatly impedes crack propagation. Thin fibers can have
very high strength, and provided they are mechanically well attached to the matrix they can
greatly improve the composite's overall properties

Fiber-reinforced composite materials can be divided into two main categories normally referred
to as short fiber-reinforced materials and continuous fiber-reinforced materials. Continuous
reinforced materials will often constitute a layered or laminated structure. The woven and
continuous fiber styles are typically available 65Sle in a variety of forms, being pre-impregnated
with the given matrix (resin), dry, uni-directional tapes of various widths, plain weave, harness
satins, braided, and stitched.

The short and long fibers are typically employed in compression moulding and sheet moulding
operations. These come in the form of flakes, chips, and random mate (which can also be made
from a continuous fiber laid in random fashion until the desired thickness of the ply/laminate is
achieved). Common fibers used for reinforcement include glass fibers, carbon fibers, cellulose
for reinforcement include glass fibers, carbon (wood/paper fiber and straw) and high strength
polymers for example aramid.

1.1.2.3 Cores

Many composite layup designs also include a co-curing or post curing of the prepreg with
various other mediums, such as honeycomb or foam. This is commonly called a sandwich
structure. This is a more common layup for the manufacture of doors, cowlings or non-structural
parts.
Open and closed cell structured foams like polyvinylchloride, polyurethane, polyethylene or
polystyrene foams, balsa wood, syntactic foams, and honeycombs are commonly used core
materials. Open and closed cell metal foam can also be used as core materials.

1.1.3 Fabrication Methods

Fabrication of composite materials is accomplished by a large kind of techniques, including:

• Advanced fiber placement (Automated fiber placement)

• Tailored fiber placement

• Fiberglass spray lay-up process

• Filament winding

• Lanxide process

• Tufting

• Z-pinning

Composite fabrication typically involves wetting, combination or saturating the reinforcement

with the matrix, and so inflicting the matrix to bind along (with heat or a chemical reaction) into
a rigid structure. The operation is sometimes done in an open or closed forming mould, however
the order and ways that of introducing the ingredients varies significantly.

1.1.3.1 Mould overview

Within a mould, the reinforcing and matrix materials are combined, compacted and cured
(processed) to bear a melding event. Once the melding event, the half form is basically set
though it will deform below method conditions. For a thermoset compound matrix material, the
melding event may be a natural process reaction that's initiated by the applying of further heat or
chemical reactivity like organic peroxide. For a thermoplastic compound matrix material, the
melding event is curing from the liquefied state. For a fabric like metal foil, the melding event
may be a fusing at high and temperature close to the temperature.

For many moulding methods, it's convenient to sit down with one mould piece as a "lower"
mould and another mould piece as an "upper" mould. Lower and upper refer to the various faces
of the moulded panel, not the mould's configuration in space. During this convention, there's
continuously a lower mould, and typically a higher mould. Half construction begins by applying
materials to the lower mould. Lower mould and higher mould area unit a lot of generalized than
a lot of common and specific terms like male side, female facet, a-side, b- tool side, bowl, hat,
mandrel, etc. Continuous manufacturing uses a distinct descriptors an.The moulded product is
usually stated as a panel. For certain geometries and material combinations, it is referred to as a
casting.

1.1.3.2 Vacuum bag moulding

Vacuum bag moulding uses a versatile film to surround the half and seal it from outside air. A
vacuum is then drawn on the vacuum bag and air pressure compresses the part throughout the
cure. Vacuum bag material is obtainable in an exceedingly tube shape or a sheet of fabric. a tube
is used bag is employed, the complete half is enclosed among the bag. Once victimization
sacking materials, the sides of the bag area unit sealed against the sides of the surface to surround
the half against an air-tight mould. Once bagged during this means, the may be a rigid structure
and therefore the side of the half is created by the versatile membrane vacuum bag. The versatile
membrane can be reusable silicone|siloxane|polymer} material or an extruded polymer film.
Once sealing the half within the bag, a vacuum is drawn on the half throughout cure. This
method is performed at either close or elevate temperature with close air pressure acting upon the
bag. A pump is usually used to draw a vacuum.

A vacuum bag may be a bag fabricated from robust rubber-coated cloth or a polymer film wont
to compress the half throughout cure or hardening. In some applications the bag encloses the
complete material, or in alternative applications a mould is employed to create one face of the
laminate with the bag being one layer to seal to the outer edge of the mould face. As a result,
uniform pressure approaching one atmosphere is applied to the surfaces of the item within the
bag, holding components along whereas the adhesive cures. The complete bag is also placed in
an exceedingly temperature-controlled oven, oil bath or water bath and gently heated to
accelerate natural process

Vacuum bagging is wide employed in the composites industry as well Carbon fiber cloth and
fiberglass, in conjunction with resins and epoxies are common materials laminated together with
a vacuum bag operation.

1.1.3.3 Pressure bag molding

This method is said to vacuum bag molding the same an equivalent way because it sounds. A
solid feminine mould with only enough resin to permit the fabric to stick in situ (wet layup). A
feminine female is used in conjunction with a versatile male mildew. The reinforcement is placed
within the measured quantity of rosin is then munificently brushed indiscriminately into the
mould and therefore the mould is then clamped to a machine that contains the male versatile
mould. The flexible male membrane is then inflated with heated compressed gas or probably
steam. The even be heated. Excess rosin is forced out along with trapped air. This method is
extensively employed in the assembly of composite helmets thanks to the lower price of
unskilled labour. Cycle times for a helmet bag moulding machine vary from twenty to forty five
minutes, however the finished shells need no more natural process if the molds are heated.

1.1.3.4 Autoclave moulding

A method employing a two-sided mould set that forms each surfaces of the panel. On the lower
aspect may be a rigid mould associated on the top side may be a versatile membrane made up of
compound|siloxane|polymer} or an extruded polymer film like nylon. Reinforcement materials is
placed manually or robotically. They include continuous fiber forms fashioned into textile
constructions. Most often, they're pre-impregnated with the organic compound within the kind of
prepreg materials or unidirectional tapes. In some instances, a organic compound film is placed
upon the lower mould and dry reinforcement is placed on top of. The higher mould is put in and
vacuum is applied to the mould cavity. The assembly is placed into associate autoclave. This
method is mostly performed at each elevated pressure and elevated temperature. the employment
of elevated pressure facilitates a high fiber volume fraction and low void content for optimum
structural efficiency.

1.1.3.5 Resin transfer moulding (RTM)

RTM may be a method employing a rigid two-sided mould set that forms each surfaces of the
panel. The mould is usually made from metal or steel, however composite molds ar typically
used. the 2 sides match along to supply a mould cavity. The distinctive feature of resin transfer
moulding is that the reinforcement materials are placed into this cavity and therefore the mould
set is closed before the introduction of matrix material. Organic compound transfer moulding
includes various varieties that differ within the mechanics of however the organic compound is
introduced to the reinforcement within the mould cavity. These variations embrace everything
from the RTM strategies utilized in out of autoclave composite producing for high-tech part parts
to vacuum infusion to vacuum motor-assisted resin transfer moulding (VARTM). This method is
performed at either close or elevated temperature.

1.1.4 Physical properties of composites

The physical properties of composite materials ar usually not isotropic (independent of direction
of applied force) in nature, however rather are usually anisotropic (different betting on the
direction of the applied force or load). as an example, the stiffness of a composite panel can
usually depend on the orientation of the applied forces and/or moments. Panel stiffness obsessed
with the look of the panel. As an example, the fiber reinforcement and matrix used, the tactic of
panel build, thermosetting vs thermoplastic, and style of weave and orientation of fiber axis to
the first force.

In distinction, isotropic materials (for example, metal or steel), in commonplace formed forms,
usually have an equivalent stiffness no matter the directional orientation of the applied forces
and/or moments.

The relationship between forces/moments and strains/curvatures for an isotropic material will
delineated with the following material properties: modulus of elasticity, the shear Modulus and
the Poisson's ratio, in comparatively simple mathematical relationships. For the anisotropic
material, it needs the arithmetic of a second order tensor and up to twenty one material case of
orthogonal property, there are 3 completely different material property constants for every of
modulus of elasticity, Shear Modulus and Poisson's ratio-a total of nine constants to explain the
connection between forces/moments and strains/curvatures

Techniques that profit of the anisotropic properties of the materials include mortise and tenon
joints (in natural composites like wood) and Pi Joints in synthetic composites).

Techniques that take advantage of the anisotropic properties of the materials include mortise and
Tenon joints (in natural composites such as wood) and Pi Joints in synthetic composites).

1.1.5 Failure

Shock, impact, or continual cyclic stresses will cause the laminate to separate at the interface
between 2 layers, a condition called delamination. Individual fibers will break free the matrix
e.g. fiber pull-out. Composites will fail on the microscopic or macroscopic scale. Compression
failures will occur at each the macro scale or at every individual reinforcing fiber in compression
buckling. Tension failures is net section failures of the part or degradation of the composite at a
microscopic scale wherever one or a lot of the layers within the composite fail in tension of the
matrix or failure of the bond between the matrix and fibers. Some composites are brittle and have
very little reserve strength on the far side the initial onset of failure whereas others might have
massive deformations and have reserve energy engrossing capability past the onset of injury. The
variations in fibers and matrices that are obtainable and therefore the mixtures that may be
created with blends leave a very broad vary of properties that may be designed into a composite
structure. The most effective known failure of a brittle ceramic matrix Composite occurred once
the carbon-carbon composite tile on the leading edge of the wing of the ballistic capsule broken
once compact throughout take-off. It cause ruinous break-up of the vehicle once it re-entered
Earth’s atmosphere on one Feb 2003.

Compared to metals, composites have relatively poor bearing strength.

1.2 SANDWICH STRUCTURES

1.2.1 Introduction

Sandwich structures for aerospace and marine applications typically consist of two thin stiff and
high performance composite faces bonded to a relatively thick lightweight core. Such a
combination skin composite materials. In a sandwich structure, the faces mainly carry the
bending moments as tensile or compressive stresses while the core transfers the transverse forces
as shear stresses and supports the faces against buckling and wrinkling. A proper adhesive
bonding between the faces and the core must be performed in order to ensure the load transfer
between the face sheets. on provides a high bending stiffness-to-weight ratio in comparison to
solid single
 Fig. 1.1: Constituents of a Sandwich Structure

Structures provide additional integrated advantages like good thermal and high energy absorption
and buoyancy. Although there are a few draw- backs a complicated quality control after
manufacturing, damage inspection, load introduction and joining difficulties. The core materials
are usually divided into four groups attributed to wood, corrugated sheets, honeycombs and
cellular foams. The marine industry balsa mainly oriented towards cellular foam cores (typically
Divinycell PVC foams) cause of their relatively low cost, water resistance (closed-cell foams),
and a possibility to use hand layup manufacturing methods, traditionally used for large scale
marine sandwich structures. In the aircraft industry honeycomb structures with prepreg
composite faces manufactured in an autoclave have frequently been used. Although honeycomb
sandwich structures offer perhaps the highest stiffness-to-weight ratio, they have a number of
disadvantages. These are high material and labour costs, long process time, difficulties with
liquid molding manufacturing due to open cell structure, joining and load introduction. With the
development of manufacturing methods and properties of cellular foam cores, the aircraft
industry now takes the first steps towards a utilization of foam core sandwich structures
manufactured by the Resin Transfer Molding (RTM) method. In this method, dry fibre weave
fabrics and the foam core are placed in a closed mold and resin is injected under pressure,
assisted with vacuum. The RTM provides high process rates, lower costs and high tolerances on
the dimensions of manufactured parts. PMI (polymethacrylimide) foam core is typically
considered for aerospace applications due to its high mechanical properties and relatively high
temperature resistance. In the marine industry there is also a clear tendency to utilize more
advanced reinforcement materials such as non-crimp fabrics which allow precise layup of
multilayered composite faces and facilitate the manufacturing. Instead of hand layup
manufacturing methods, a vacuum infusion is more frequently used. The vacuum infusion
method generally resembles the RTM process but has an advantage to produce larger
components, even the size of entire ship hulls, in "one-shot”. In this method, the reinforcement
(fibre weave or non-crimp fabrics) and the core assembled in a mold and sealed by a vacuum
bag. The resin is infused by a pressure difference outside and inside the mold. In comparison to
the hand layup method, the vacuum infusion provides higher quality and properties of composite
face sheets, higher process rates much lower health and environmental concerns.

Sandwich composites are becoming more and more popular their ability to substantially decrease
weight while maintaining mechanical performance. This weight reduction results in a number of
benefits, including increased range, higher payloads and decreased fuel consumption. All have a
positive impact on cost as well as a decreased impact on the environment It has long been known
that separating two materials with a lightweight material in between increases the structure's
stiffness and strength. This distinction, along with many other material characteristics available
through strategic choice of core material - such as thermal insulation, low water absorption,
sound and dielectric properties, among others - benefit a wide range of industries and
applications, including wind, marine, aerospace, transportation and industry.

1.3 MANUFACTURING DEFECTS AND IMPERFECTIONS

Sandwich structures might contain variety of assorted defects induced throughout the
manufacturing method (debonds, butt-joints, etc.) or inherent imperfections in a very core
material laws and voids), see Fig. 3. The foremost common reason for these defects is poor or
missing bonding thanks to careless producing or a mismatch in the geometry of sandwich parts,
Similar defects may additionally arise throughout time period of the structure thanks to fatigue,
thermo-mechanical masses or impact events. However, in-service impact harm is typically
additional complex than the defects presented in the Fig. The defects act as stress concentrators
and can, in some cases, drastically scale back the bearing capability of the structure under static
loads. A crack usually initiates at a stress concentration purpose and propagates in the core
material. Thus, the ability of a sandwich structure with defects to sustain loads and resist the
crack propagation essentially depends upon the properties of the foam core, in particular its
fracture toughness. The analysis studies of fracture toughness of various foam cores have usually
shown that it chop-chop decreases with decreasing relative density of the foams (the density of
the foam divided by the density of solid polymer).

This conclusion is particular vital for design of the aircraft sandwich structures that utilize light-
weight cores.
 Fig. 1.2: Manufacturing Defects in a Sandwich Structure

1.4 FAILURE MODES OF COMPOSITE STRUCTURES

The use of engineered composite structures needs requires insight into the failure modes that are
distinctive to those kinds of materials. Some people say that composites are "forgiving," while
others note that catastrophic failures will be quite explosive. as a result of laminates area unit
designed from distinct plies, it's essential to grasp however masses area unit "shared" among the
plies. it's also critical to differentiate between resin dominated failures or fiber dominated failures
Armed with a thorough understanding of the various ways in which a structure will fail makes it
possible to design a laminate that may "soften" at the purpose of potential failure and distribute
stress.

Failures in composite structures will be classified as by either "strength" or "stiffiness"

dominated. Strength restricted failures occur once unit stress exceeds the load carrying capability
of the laminate. Stiffness failures result when displacements exceed the strain limits (elongation
to failure) of the laminate. Tensile failures of composite materials is fairly rare, as filament
reinforcements are strongest in tension on their primary axis. Tensile loading in an off-axis
direction is a totally different story.

Resin and fiber mechanical properties vary wide in tension, thus each must be studied for stress
or strain restricted failure with off-axis loading scenarios.

Compressive failures in composites are probably the hardest to understand or predict. Failures
can occur at a very small-scale, such as compression or buckling of individual fibers. With
sandwich panels, skin wrinkle or the panel itself may become unstable. Indeed, incipient failure
may occur at some load well below an ultimate failure. Out-of-plane loading, such as hydrostatic
force, creates flexural forces for panels. Classic beam theory would tell us the loaded face is in
compression, the other face is in tension, and the core will experience some shear stress
distribution prole. For three-dimensional panels, predicting through-thickness stresses is
somewhat more problematic. Bending failure modes to consider include core shear failure; core-
to-skin debonds, and skin failures (tension, compression, and local).

Although composite structures are not subject to corrosion, laminates can sustain damage from
ultraviolet (UV) and elevated temperature exposure. Based on the number of pioneering FRP
recreational craft that are still in service, properly engineered laminates should survive forty-plus
years in service. Lastly, the performance of composite structures in fibres is often a factor that
limits the use of these materials. Composites are excellent insulators, which tends to confine fires
to the space of origin. However, as an organic material the polymeric resin systems will burn
when exposed to a large enough fire. Tests of various sizes exist to understand the performance
marine composite materials system during shipboard fires.

1.4.1 Tensile Failures

The tensile behaviour of engineered composite materials is generally characterized by stress-

strain curves, such as those shown in Fig. 4-23. The ASTM Standard Test Method for Tensile
Properties of Plastics, D 638-84, defines several key tensile failure terms as follows:

Tensile Strength = maximum tensile strength during test

Strain = the change in length per unit

Yield Point = first point on the stress-strain curve where increased strain occurs
without

increased stress

Elastic limit = the greatest stress that a material can withstand without permanent

deformation

Modulus of elasticity = The ratio of stress to strain below to proportional limit

Proportional limit = Greatest stress that a material can withstand with linear behaviour

Tensile tests are usually performed under standard temperature and humidity conditions and at
relatively fast speeds 30 seconds to 5 minutes). Test conditions can vary greatly from in- service
conditions and the designer is cautioned when using single-point engineering data generated
under laboratory test conditions. Some visible signs of tensile failures in plastics are:

Crazing: Crazes are the first sign of surface tensile failures in thermoplastic materials and gel
coat finishes. Crazes appear as clean hairline fractures extending from the surface into the
composite. Crazes are not true fractures, but instead are combinations of highly oriented "fibrils"
surrounded by voids. Unlike fractures, highly crazed surfaces can transmit stress.

Water, oils, solvents and the environment can accelerate crazing.

Cracks: Cracking is the result of stress state and environment. Cracks have no fibrils, and thus
cannot transmit stress. Cracks are a result of embrittlement, sustained elevated temperature, UV,
thermal and chemical environments in the stress or strain. This condition is also termed "stress-
cracking."

Stress whitening: This condition is associated with plastic materials that are stretched near their
yield point. The surface takes on a whitish appearance in regions of high stress

Fig. 1.3: Graph showing the stress vs strain for a material subjected to tensile loads

1.4.2 Compressive Failures

 Fig. 1.4: Various Compressive Failure Modes

1.4.2.1 Crimping and Skin Wrinkling

Shear crimping of the core will occur when the core shear modulus is too low to transfer load
between the skins. When the skins are required to resist the entire compressive load without help
from the core, the panel does not have the required overall moment of inertia, and will fail along
with the core.

Skin wrinkling is a form of local buckling whereupon the skins separate from the core and
buckle on their own. Sandwich skins can wrinkle symmetrically, in a parallel fashion (anti-
symmetric), or one side only. The primary structural function of the skin-to-core interface in
sandwich laminates is to transfer shear stress between the skins and the core. This bond relies on
chemical and mechanical phenomena. A breakdown of this bond and/or buckling instability of
the skins themselves (too soft or too thin) can cause skin wrinkling.

1.4.2.2 General Buckling

Formulas for predicting general or panel buckling are presented in Chapter Three. As hull panels
are generally sized to resist hydrodynamic loads, panel buckling usually occurs in decks or
bulkheads. Transversely-framed decks may be more than adequate to resist normal loads, while
still being susceptible to global, hull girder compressive loads resulting from longitudinal
bending moments.

Bulkhead scantling development, especially with multi-deck ships, requires careful attention to
anticipated in-plane loading. Superposition methods can be used when analyzing the case of
combined in-plane and out-o-plane loads. This scenario would obviously produce buckling
sooner than with in-plane loading alone. The general Euler buckling formula for collapse is:

Fig. 1.5: Critical Length for Euler Buckling Formula Based on End Condition

CHAPTER 2
LITERATURE REVIEW

Jauhar Fajrin [1] “This paper presents the structural behaviour of newly-developed hybrid
structural insulated panels (SIPs) formed by incorporating lignocellulosic composites—jute
fiber composite (JFC) and medium-density fiber (MDF)—as intermediate layers between
aluminium skin and an expanded polystyrene (EPS) core. The investigation was conducted as an
experimental work. A four-point bending load was performed to create pure bending conditions,
and the samples were prepared in accordance with ASTM C 393-00 standards. Testing was
performed using a 100 kN servo-hydraulic machine with a loading rate of 5 mm/min. The results
show that the incorporation of intermediate JFC or MDF layers enhanced the flexural
behaviour of the SIPs. The ultimate loads of hybrid SIPs with JFCs or MDF were, respectively,
approximately 62.59% and 168.58% higher than the ultimate load achieved by SIPs without
intermediate layers. Hybrid SIPs exhibited a much larger area under the load-deflection curve
than those of conventional SIPs; this points to the toughness of the material and its ability to
sustain larger compression strain prior to reaching their ultimate loads, which prevents them
from prematurely failing under buckling or indentation.”

Thien Sok [2] “The mechanical effects of varying stitch angles in stitched sandwich structures
were investigated. A repeatable fabrication method was developed for stitching Kevlar yarn
through sandwich panels of polyurethane foam and dry woven carbon fiber facesheets.
Unstitched, 30º, 45º , 60º and 90º stitch orientations, measured from the horizontal, were used
throughout the study. Mechanical tests of flatwise tension, flatwise compression, and core shear
were performed to observe the stiffness and strength effects of the different stitch configurations.
With only a measured areal density increase of 2- 7%, stitches oriented at 90º were found to
nearly double out-of-plane tensile stiffness and strength while compressive stiffness and strength
increased only modestly. Stitches oriented at 30º and 45º were found to increase shear stiffness
and strength by as much as 70% and 100%, respectively. Analytical models were developed to
predict out-of-plane tensile modulus and shear modulus using a rule-of-mixtures approach to
account for the separate constituent properties. As expected, the model predicts 90º as the
optimal stitch orientation for flatwise tension stiffness; however, 35.2º was found to be optimal
for shear stiffness. Agreement between model predictions and experimental measurements were
within 15% for the core shear model and within 4% for the flatwise tension model when
compared to the average. Creep behavior of the varying stitch angle reinforced sandwich
structures was also investigated. Portable spring loaded creep test fixtures were specially
developed to test reinforced polymer core sandwich panel configurations under flatwise
compression and core shear. Traditional creep test methods of using dead weight were not
practical for testing multiple specimens simultaneously at ‘high’ loads (above 3.5 kN in flatwise
compression and 5.3 kN for core shear). The required 60 tests at 150 hours made use of servo-
hydraulic and electromechanical machines for creep testing not feasible. Low cost creep test
fixtures were developed to accurately apply and sustain load, allow for creep measurement, and
be compact enough to fit six test fixtures simultaneously in a large convection oven
approximately. Use of the developed creep test fixtures resulted in typical creep curves for
polymers loaded under compression and shear for the collected creep data with only a 3.8% and
1.2% load loss for flatwise compression creep and core shear creep testing, respectively.
Measurements of creep under constant flatwise compressive stress indicate stitch angles of 90o
decreased creep by approximately 75% when compared with unstitched sandwich specimens.
Measurements of creep under core shear loading indicate stitch angles 30º, 45º and 60º
decreased creep by approximately 70% when compared to unstitched sandwich specimens.”

Ramraj Santhanakrishnana [3] “Stitched foam sandwich panel is a newly developed sandwich
structure used in various structural applications. The sandwich skins are made of glass-
fiber/epoxy-matrix composite; their interior layers are connected with glass yarn called piles.
This paper investigates the effect of pile orientation on the shear strength of stitched foam
sandwich panel. Four types of pile orientation are used; 90º, 45º, 90º/45º and 90º/45º/90º.The
results are compared with a non-stitched sandwich panel. From the results of the core shear test,
it is observed that the panels with 90º/45º/90º orientation proved to be strongest among all.”

Jeremy Gustin [4] “Impact, compression after impact, and tensile stiffness properties of carbon
fiber and Kevlar combination sandwich composites were investigated in this study. The different
samples consisted of impact-side facesheets having different combinations of carbon
fiber/Kevlar and carbon fiber/hybrid. The bottom facesheets remained entirely carbon fiber to
maintain the high overall flexural stiffness of the sandwich composite. The focus of this research
was to determine if any improvement in impact properties existed as a result of replacing the
impact-side facesheet layers of carbon fiber with Kevlar or hybrid. Impact tests were conducted
on different sample types to obtain information about absorbed energy and maximum impact
force. Also, compression after impact tests were conducted to determine the reduction in
compressive strength when comparing impacted to non-impacted samples. The elastic moduli of
carbon fiber, Kevlar, and hybrid were determined from tensile testing. This data was used to
characterize the reduction in stiffness from replacing carbon fiber layers with the Kevlar or
hybrid layers. The experimental data in its entirety helps define the benefits and disadvantages
of replacing carbon fiber layers with Kevlar or hybrid.”

Giulia Palombaa [5] Honeycomb sandwich structures have excellent energy absorption
capabilities, combined with good mechanical properties and low density. These characteristics
make them ideal for the transportation industry, which has a growing interest in reaching higher
safety standards. The purpose of the present paper is the introduction of lightweight and more
efficient crashworthy structures. Double-layer honeycomb sandwich structures were analysed
and their energy absorption capabilities were evaluated by means of low-velocity impact tests.
The specific energy absorption of double-layer panels was compared to single-layer honeycomb
and other lightweight panels, in order to assess the effectiveness and the convenience of the
introduced solution for lightweight and crashworthy devices. 2The impact absorption
mechanism was evaluated through Computed Tomography images and visual inspection. A
theoretical evaluation was applied to investigate the mono-layer impact response. The results
-were compared to those obtained with different boundary conditions and with a full-scale test.
Contact parameters were influenced by boundary conditions since they depend on the specimens
stiffness. Double-layer panels displayed a progressive collapse sequence, depending on the core
arrangement and on the cell size. Honeycomb with larger cell size showed a better distribution
of the impact loading which generated an almost uniform compression of the core. Such
observations suggested the possibility to obtain energy absorber devices with a controlled
deformation.

Kedar S [6] “Experimental studies are presented on ballistic impact behavior of hybrid
composites. The materials considered for the studies are four types of symmetric hybrid
composites made using plain weave E-glass fabric and 8H satin weave T300 carbon fabric with
epoxy resin. Studies are also carried out on plain weave E-glass/epoxy and 8H satin weave T300
carbon/epoxy for comparison. It is observed that ballistic limit velocity, V50 can be increased for
the composites by adding E-glass layers to T300 carbon layers compared with only carbon
composites for the same laminate thickness. Placing E-glass layers in the exterior and carbon
layers in the interior provides higher ballistic limit velocity than placing carbon layers in the
exterior and E-glass layers in the interior. Experimental damage patterns during ballistic impact
have been obtained for the materials considered.”

R. Santhanakrishnan [7] “The low velocity impact responses of sandwich panels with and
without stitching were investigated using an instrumented drop weight impact tower. A novel
stitching technique was developed to stitch the sandwich panel. Unstitched and stitched
sandwich panels with pile orientation of 90°, 45° and 90°/45° were fabricated using vacuum
infusion process. Low velocity impact test were carried out with different energy levels of 2, 5,
10, 20, 30, 40 and 50 J. The increase in the impact performances generated by the introduction
of these reinforcements compared to a traditional sandwich (unstitched) was quantified. The
results also show that the ballistic limit of the sandwich panels were improved by employing
piles in different orientation.”

Yufan Tang [8] “An ultra-lightweight sandwich panel with perforated honeycomb-corrugation
hybrid (PHCH) core is innovated as a novel sound absorber, which demonstrates great sound
absorption as well as excellent mechanical performance. Based on the hybrid-cored sandwich
panel, small perforations of different diameters distributed heterogeneously on both the top
facesheet and the corrugation are introduced to obtain perfect sound absorption at low
frequencies with almost no deterioration in mechanical performance. Theoretical models for
sound absorption coefficient and bending stiffness are established, then verified by numerical
simulations. With specific mass taken into consideration, an integrated index is proposed to
further evaluate the acoustic-mechanical property of the hybrid sandwich. It is found that the
PHCH with thinner honeycomb always performs better at low frequencies, and the facesheet is
more important to the acoustic-mechanical property than the corrugation. This new kind of
lightweight sandwich constructions show promising engineering applications, capable of serving
as multi-functional structures with great acoustic and mechanical properties at the same time.”

CHAPTER 3
PROJECT PROCEDURE

3.1 Scope

The project is to fabricate and investigate response of sandwich composites and their damage due
to low velocity impact varying the face sheet arrangements at different angles using various
energy levels. The face sheets are Carbon, Kevlar and Carbon-Kevlar hybrid that are arranged at
seven combinations and the core is Divinycell closed-cell H80. We are dealing with low velocity
impact of the aircraft structure, which can be impact due to any minor accidents in hanger or
else.so, this project tries to decrease the effect of impact.
3.2 Methodology:
 CHAPTER 4
WORK DONE

4.1 MATERIAL SELECTION

4.1.1 CARBON FIBERS

Carbon fibers or carbon fibres (alternatively CF, graphite fiber or graphite fibre) are fibers
regarding 5–10 micrometres in diameter and composed largely of carbon atoms. Carbon fibers
have many benefits together with high stiffness, high tensile strength, low weight, high chemical
resistance, high temperature tolerance and low thermal enlargement. These properties have
created carbon fiber extremely popular in aerospace, engineering, military, and motorsports,
beside different competition sports. However, they're comparatively pricey in comparison with
similar fibers, like glass fibers or plastic fibers.

To produce a carbon fiber, the carbon atoms are bonded along in crystals that are a lot of or less
aligned parallel to the long axis of the fiber because the crystal alignment provides the fiber high
strength-to-volume ratio (making it robust for its size). Many thousand carbon fibers are bundled
along to create a tow, which can be utilized by itself or woven into a cloth.

Carbon fibers are typically combined with different materials to create a composite. once
impregnated with a plastic rosin and baked it forms carbon-fiber-reinforced polymer (often
referred to as carbon fiber) that contains a terribly high strength-to-weight ratio, and is
extraordinarily rigid though somewhat brittle. Carbon fibers also are composited with different
materials, like black lead, to create reinforced carbon-carbon composites that have a very high
heat tolerance

Fig. 4.1 Carbon Fiber

On top of being strong, carbon fiber:

● Is high in stiffness

● Is high in tensile strength

● Has a low weight to strength ratio

● Is high in chemical resistance

● Is temperature tolerant to excessive heat

● Has low thermal expansion

4.1.2 KEVLAR:

Kevlar is a heat-resistant and strong synthetic fiber, related to other aramids such as Nomex and
Technora. Developed by Stephanie Kwolek at DuPont in 1965,[1][2][3] this high-strength
material was first commercially used in the early 1970s as a replacement for steel in racing tires.
Typically it is spun into ropes or fabric sheets that can be used as such or as an ingredient in
composite material components.

Fig. 4.2: Kevlar

Kevlar could be a heat-resistant and strong fibre, associated with different aramids like Nomex
and Technora. Developed by Stephanie Kwolek at DuPont in 1965,[1][2][3] this high-strength
material was 1st commercially utilized in the first 1970s as a replacement for steel in racing tires.
Usually it's spun into ropes or fabric sheets that may be used as such of itself} or as an ingredient
in composite material elements.

Kevlar has several applications, starting from bicycle tires and racing sails to bulletproof vests,
owing to its high tensile strength-to-weight ratio; by this measure it's five times stronger than
steel. [2] Its additionally used to build fashionable march drumheads that withstand high impact.
once used as a woven material, it's appropriate for mooring lines and different underwater
applications.

Kevlar could be a well-known element of personal armour like combat helmets, flight face
masks, and flight vests. The PASGT helmet and vest utilized by us military forces, use Kevlar as
a key element in their construction different military uses include bulletproof face masks and
spall liners accustomed defend the crews of armoured fighting vehicles. Nimitz-class aircraft
carriers use Kevlar reinforcement in important areas. Civilian applications include: high heat
resistance uniforms worn by firefighters, body armour worn by police officers, security, and
police tactical groups like SWAT

4.1.3 CARBON/KEVLAR (ARAMID) HYBRID

Fiber Glass makes a unique reinforcement offering with the Carbon/KEVLAR Hybrid. This First
Quality hybrid fabric combines all the advantages of carbon fiber and KEVLAR to deliver a
product that boasts a high strength-to-weight ratio and dimensional stability, in addition to a
remarkable impact, abrasion, and fatigue resistance.

Fig. 4.3: Carbon/Kevlar Hybrid

4.1.4 CORE
Polyurethane foams are considerably different, and more useful in composite constructions.
These foams are made in large blocks in either a continuous-extrusion process, or in a batch-
process. The blocks are then cut to make sheets or other shapes. They are sometimes also
individually moulded into discrete part-shapes.

Polyurethane polymer foams can be made considerably tougher and less-friable, mostly at the
expense of some modulus and high-temperature strength properties. Nevertheless, these foams
can be used to temperatures as high as 275 degrees F, while retaining a substantial portion of
their strength and toughness. This allows them also to be used in panel applications along with
high-temperature curing pre-pregs, cured in ovens or autoclaves.

Features:

 Can be cut and shaped by hand or machined.

 High density results in sturdy, durable patterns (which can be walked on).

 Dimensionally stable (will not expand or contract).

 Compatible with epoxy, polyester and vinylester resin systems.

 Can be finished to a high standard with a range of surface coats

The advantages of using Polyurethane foam sections are:

 Rigid Polyurethane insulation products are suitable for use at a temperature of [-] 180
deg. C to + 110 deg.C.

 Rigid Polyurethane foam products are manufactured in the densities ranging from 40 to
300 Kgs./M3

 Having lowest Thermal Conductivity amongst all the foam based insulation material.

 Superior strength allows for saving on metal consumption over insulation.

 No deformation of shape in case of people walking/climbing over the pipes after

insulation.

 Retains the shape and no damage to insulation in spite of regular foot traffic over the
insulation. Hence, maintenance cost is less compared to conventional systems.
 Fig. 4.4: Polyurethane foams

4.1.5 RESIN-ARALDITE GY257

The choice ice of a resin system for use in any component depends on a number of its
characteristics, with the following probably being the most important for most composite
structures:

1. Adhesive Properties

2. Mechanical Properties

3. Micro-Cracking resistance

4. Fatigue Resistance

5. Degradation from Water Ingress

Properties of Resin

 Viscosity at 25 °C: 450-650 [mPa S)

 Epoxy value: 5.20-5.50 Eq/Kg

 Epoxy Equivalent 182-192 [g/equiv]

  Density at 25°C: 1.15[g/cm]

 Appearance Colour: Clear

Characteristics of Resin

 Is a low viscosity epoxy resin based on Bisphenol-A modified with aromatic glycidyl
ether. It is a crystallisation free resin.

 Due to the low viscosity and the full crystallization resistance Araldite GY 257 is a most
suitable epoxy resin in formulating solvent free systems yielding

 Good mechanical performances.

 Good surface penetration

 Medium chemical resistance/good acid and solvent resistance.

Precautions

 Handling Precautions: Epoxy resins and Hardeners are chemicals and hygienic procedure
should be followed while handling them. Direct contact of resin and hardeners with the
shin must be avoided.

 Hazardous decomposition products: Carbon monoxide, carbon dioxide, nitrogen oxides

4.1.6 HARDENER - ARADUR 2963

 Mixing ratio: 100 parts by weight of the resin and 45+/- 1 part by weight of the
hardener.

 Composition:

1. Isophoron diamine : 30%-42%

2. Benzyl alcohol : 30%-42%

 3. Trimethyl hex methylene diamine : 5%-11%

4. 4,4-Isopropylindene diphenol : <5%

Properties of ARADUR 2963:

1. Density at 25°C : 1.0 [g/cm]

2. Boiling point : 200[°C]

3. Flash point : 108[°C]

4. Kinematic Viscosity: 30-70[mPa s]

 Light yellow clear liquid with amine-like odour.

 Stable under normal conditions.

 Self-life at 18-25°C is at least one year.

 Should be stored in a dry place at 18-25°C, preferably in the sealed original container.

4.2 FABRICATION

The materials are selected and prepared for fabrication. The material used for this process is of
dimensions 500 mm X 500 mm. Three face sheets and a core material are made ready for
vacuum bag method which will be discussed.
 Fig. 4.1 Materials before Fabrication

Vacuum Bagging, as it suggests, is the process of utilizing a bagging apparatus and a vacuum to
apply pressure on a laminate to eliminate air between layers and maximize the fiber to resin
ratio, creating the strongest and lightest bond possible, laminate.

The maximizing of the fiber to resin ratio will maximize the physical properties of the fiber and
resin. Vacuum Bagging applies up to one (1) Atmosphere (14 psi or 30 inches of mercury) of
pressure to compress the laminate and push out any excess resin, thus achieving the best possible
ratio of fiber and resin.

You can setup a Vacuum fabric system variety of how. The first is through a flange settled on the
outside of your mold. During mold construction, create an 8” flange going all the way around
your mold. This flange are accustomed attach the bag, with mastic tape, and is extra wide to
enable room for excess resin, which the breather fabric did not soak up, to not reach your seal.
The second approach is to position the whole mold and part during a bag. This method does not
use the mold as a vacuum service but instead uses the enclosed bag to create the vacuum. The
final approach uses fabric to repair a mold or half.

4.2.1 MANUFACTURE PROCESS OF VACUUM BAGGING

Manufacturing of sandwich material using vacuum bagging method

1. Mould preparation

2. Applying wax (release agent) on mould surface

3. Make lamination layer one by one

4. Use peel ply after finishing the lamination

5. Use release film

6. Use breather cloth

7. Vacuum bagging - close the bag by using sealant tape

8. Start the vacuum pump - running time min 3hrs

9. Release the product

Fig. 4.2 during Fabrication

 Fig. 4.3 Vacuum Bagging Method

4.2.2 Main Advantages

 Higher fibre content laminates will typically be achieved than with normal wet lay-up
techniques.

 Lower void contents are achieved than with wet lay-up.

 Higher fibre wet-out because of pressure and organic compound flow throughout
structural fibres, with excess into fabric materials.

 Health and safety: The vacuum bag reduces the quantity of volatiles emitted throughout
cure.

4.2.3 Main Disadvantages:

 the additional method adds price both in labour and in disposable bagging materials

 a better level of ability is needed by the operators

 mixing and management of resin content still mostly determined by operator ability
 Fig. 4.4 Material after Fabrication

4.3 CUTTING

Water jet cutting:

Water Jet cutting uses an ultra-high pressure stream of water to hold an abrasive grit. The
abrasive will the cutting through a mechanical sawing action, leaving a swish, precision cut
surface. Waterjet is the most versatile method, as a result of it's ability cut nearly any type of
material.

Process:

 Uses a high velocity stream of ultra-high pressure Water 30,000–90,000 psi (210–620
MPa) that is made by a high pressure pump with possible abrasive particles suspended
within the stream.

 Is used for machining an oversized array of materials, as well as heat-sensitive, delicate

or terribly hard materials.

 Produces no heat damage to Fig. piece surface or edges.

 Nozzles are generally product of mold boride or composite metal carbide.

 Produces a taper of less than one degree on most cuts, which may be reduced or
eliminated entirely by slowing down the cut method or tilting the jet.

 Distance of nozzle from work piece affects the dimensions of the kerfs and the removal
rate of fabric. Typical distance is .125 in (3.2 mm).

Fig. 4.5: Material during cutting

Fig. 4.6: Test Pieces after Cutting

4.4 TESTING OF SPECIMEN

4.4.1 Low velocity impact test

Low velocity impacts may be defined as events which might occur within the range 1–10 m/s
depending on the target stiffness, material properties and also the projectile mass and stiffness. A
low velocity impact event will occur in-service or during maintenance activities and can be
considered one of the most dangerous loads on composite laminates. It’s associate degree unsafe
type of load since it affects the performance of composites. For low velocity impact events, the
usage of pendulums just like the ones present within the Charpy test, the Izod test and drop
towers or drop weights have become standard. A drop weight impact testing unit allows the
simulation of a wide variety of real-world impact conditions and collects detailed performance
data. One in all the benefits of this test with regard to the Charpy and Izod tests is that a wider
range of test geometries may be examined, thereby enabling a lot of complex components to be
tested .There are many different techniques for testing composites using low velocity impact
testing.

Test procedure
Drop Weight Impact Test method was to drop a weight in a vertical direction, with a tube or rails
to guide it during the "free fall." Once again, with the height and weight known, impact energy
can be calculated. In the early days, there was no way to measure impact velocity, so engineers
had to assume no friction in the guide mechanism. Since the falling weight either stopped dead
on the test specimen, or destroyed it completely in passing through, the only results that could be
obtained were of a pass/fail nature.
 Fig. 4.7 Drop Weight Impact Tester

4.4.2 Edgewise Compression Test

Significance and Use

The edgewise compressive strength of short sandwich constructions specimens provide a basis
for judging the load-carrying capacity of the construction in terms of developed phasing stress.

This test method provides a standard method of obtaining sandwich edgewise compressive
Strengths for panel design properties, material specifications, research and development
applications, and quality assurance.

The reporting section requires items that tend to influence edgewise compressive strength tobe
reported, these include materials, fabrication method, factsheet lay-up orientation (If Composite),
core orientation, results of any non-destructive inspection, specimen preparation, test equipment
details, specimen dimensions, associated measurement accuracy environmental conditions, speed
of testing, failure mode, and failure location.
 Fig. 4.8 Universal Testing Machine

Test procedure

Edgewise compression test method according to ASTM C 364-99 was used to compressive
properties of flat structural sandwich construction in a direction perpendicular to the sandwich
specimen and to obtain the LOAD vs DISPLACEMENT (Cross head travel graph). For this
purpose, edgewise compression test specimens were cut with dimension of 60mmx60mm from
the large composite sandwich panel and tests were performed the Universal testing machine
(model TUE-C-400) at a crosshead speed of 5mm/min.

5 specimens were tested each having different sized debonds i.e for i.no debonds, ii.0.5 inch,
iii.1.0 inch, iv.1.5 inch, v.2 inch debonds.

The peak load or the peak compressive strength valves were obtained from the question

σ=P/A

Where P is the peak load/ Ultimate load and A is the cross sectional area.
 CHAPTER 5
OBSERVATION
5.1 LOW VELOCITY IMPACT ON THE SPECIMENS:

5.1.1 C3 /CORE/ C3
JOULES TOP VIEW SIDE VIEW

10

20

30

40
5.1.2 K3 /CORE/ K3
JOULES TOP VIEW SIDE VIEW

20

30

40

50

60

5.1.3 H3 /CORE/ H3
JOULES TOP VIEW SIDE VIEW
 10

20

30

40

5.1.4 CKC /CORE/ CKC

JOULES TOP VIEW SIDE VIEW
 20

30

40

50

5.1.5 HCH/CORE/ HCH

JOULES TOP VIEW SIDE VIEW
 10

20

30

40

5.1.6 HKH/CORE/ HKH

JOULES TOP VIEW SIDE VIEW
 20

30

40

50

5.1.7 KCK/CORE/ KCK

JOULES TOP VIEW SIDE VIEW
 20

30

40

50

5.2 EDGEWISE COMPRESSION TEST

 CHAPTER 6
RESULT ANALYSIS
6.1 Dimensions of Impact (Depth)

6.1.1 C3 /CORE/ C3
 Fig. 6.1.1

6.1.2 K3 /CORE/ K3
 Fig. 6.1.2

6.1.3 H3 /CORE/ H3
 Fig. 6.1.3

6.1.4 CKC /CORE/ CKC

 Fig. 6.1.4

6.1.5 HCH/CORE/ HCH

 Fig. 6.1.5

6.1.6 HKH/CORE/ HKH

 Fig. 6.1.16

6.1.7 KCK/CORE/ KCK

Fig. 6.1.7
 CHAPTER 7
CONCLUSION

In this project an advanced composite material is fabricated and tested for its strength..
 REFERENCES

[1] Jauhar Fajrin, Yan Zhuge ,Frank Bullen ,Hao Wang Department of Civil Engineering, Faculty
of Engineering, University of Mataram, Mataram 83125, Indonesia – “The structural behavior of
hybrid structural insulated panels under pure bending load”

[2] Thien Sok The University of Utah -“Effects of angled stitch reinforcement on foam core
sandwich structures” December 2010

[3] Ramraj Santhanakrishnana, Narayanan Kavithaa, Meenakshi Sundarama, Pappakudi

Srinivasan Venkatanarayanana Hindustan University, Padur, Chennai 600016, Tamil Nadu, India
– “Effect of Pile Orientation on the Shear Strength of Stitched Foam Sandwich Panel” August
05, 2018

[4] Jeremy Gustin, Aaran Joneson, Mohammad Mahinfalah , James Stone North Dakota State
University Fargo, ND 58105, USA – “Low velocity impact of combination Kevlar/carbon fiber
sandwich composites” 24 August 2004

[5] Giulia Palombaa , Gabriella Epastoa ,Vincenzo Crupia , Eugenio Guglielminoa University of
Messina, Contrada di Dio, Sant'Agata, 98166 Messina, Italy = “Single and double-layer
honeycomb sandwich panels under impact loading”

[6] Kedar S. Pandya, Jayaram R. Pothnis, G. Ravikumar, N.K. Naik Indian Institute of
Technology Bombay, Powai, Mumbai 400 076, India – “Ballistic impact behavior of hybrid
composites” 19 July 2012

[7] R. Santhanakrishnan, Stanley Samlal, A. Joseph Stanley & J. Jayalatha Hindustan University,
Chennai 603103, India - “Impact study on sandwich panels with and without stitching” 14 April
2013
[8] Yufan Tang, Feihao Li, Fengxian Xin , Tian Jian Lu Xi'an Jiaotong University, Xi'an 710049,
PR China – “Heterogeneously perforated honeycomb-corrugation hybrid sandwich panel as
sound absorber” 4 September 2017

[9] ASTM Annual Book of ASTM Standards, Volume 15.03, Space Simulation; Aerospace and
Aircraft; Composite Materials