Experimental characterisation of the mechanical properties of a carbon fibre/PA66 LFT automotive seatback under quasi-static and impact loading

Experimental and Numerical Analysis of Low-Velocity Impact of Carbon Fibre-Based Non-Crimp Fabric Reinforced Thermoplastic Composites

“…With regard to the T700/PA6.6 samples, the damage was found to be most localised as the extent of damage was the smallest, particularly at 100 and 160 J. Additionally, significant petalling of the rear surface was observed. This was analogous to the reports found in the literature [20,22]. Conversely, Figures 5 and 6 show that the T700/PPS specimens merely suffered severe delamination but no penetration.…”

“…For example, LVI testing of carbon fibre/polyamide 6 (PA6) and carbon fibre/polyamide 66 (PA6.6) have been reported by [21,22]. Bondy and Altenhof [22] carried out an LVI test on 600 mm × 600 mm CFRTP (carbon/PA6.6) panels using a 60 kg carriage and a 20 mm impactor with a mean impact velocity of 4.4 m/s, which resulted in an impact energy of 570 J. Strain-rate sensitivity was also reported on the carbon/PA6.6 material system [22]-550% higher stiffness was observed in LVI versus quasi-static loading. This supported the claim made by Mohsin et al [23] for virtually identical CFRTP system.…”

“…This supported the claim made by Mohsin et al [23] for virtually identical CFRTP system. However, the studies reported in [21,22] are not directly applicable to the automotive or aerospace industry as the impactor mass is too high and the impact velocity is too low (despite the high impact energy).…”

Elevated Strain Rate Characterization of Compression Molded Direct/In-Line Compounded Carbon Fibre/Polyamide 66 Long Fibre Thermoplastic

“…A lightweight concept for an automotive seatback was evaluated under similar testing conditions to those of the current study (quasi-static and low-velocity puncture consistent with ISO 6603-2) [ 20 ]. Digital image correlation (DIC) acquired the three-dimensional displacement fields for a large region spanning the impact surface and regions of the seatback supported by a stiff fixture for both quasi-static and impact loading.…”

“…The motivation of the current study was to further develop the observations and findings of a previous study of the ISO 6603-2 puncture test applied to this D-LFT material [ 12 ] and impact loading of a D-LFT automotive seatback [ 20 ] to advance the understanding of the rate sensitivity observed in these studies. One advantage of the direct compounding process is the customization of the resulting fibre-reinforced thermoplastic through the independent selection of many process parameters including but not limited to thermoplastic resin, carbon fibre content, and tow count/roving number.…”