Potentiality of Utilising Non-Woven Kenaf Fibre Composite for Car Door Map Pocket

POTENTIALITY OF UTILISING NON-WOVEN KENAF

FIBRE COMPOSITE FOR CAR DOOR MAP POCKET

M.Y. Yuhazri1, M.H. Amirhafizan2, A. Abdullah2, S.H. Yahaya2 and

S.T.W. Lau3
1
Faculty of Engineering Technology,
2
Faculty of Manufacturing Engineering,
Universiti Teknikal Malaysia Melaka, Hang Tuah Jaya, 76100 Durian Tunggal,
Melaka, Malaysia.

3
Faculty of Engineering and Technology, Multimedia University, 75450 Jalan
Ayer Keroh Lama, Melaka, Malaysia.

Corresponding Author’s Email: 1yuhazri@utem.edu.my

Article History: Received 26 October 2017; Revised 6 November 2017;

Accepted 5 December 2017

ABSTRACT: Natural fibres have become an alternative solution of fibrous

material in this millennium due to increasing population. In this study, an
experimental investigation was conducted to explore the potential of non-
woven kenaf as door map pocket reinforced composite. The composite was
made by non-woven kenaf as a reinforcement and epoxy resin as a matrix
material. The composite was fabricated by hand lay-up process and followed
by vacuum bagging process. The composite was made with their thickness
or layers of fibre increased, starting with one layer (L1) until six layers (L6).
The results revealed that the L2 produced the best optimum tensile strength
and flexural strength, increased by 114 % and 19 % respectively, compared to
actual product. The highest tensile and flexural strength were L6, about 5.531
kN and 1.041 kN respectively. The evidence from this study suggests that the
non-woven kenaf for door map pocket reinforced composite shows good tensile
and flexural property as a potential to replace the petroleum-based composite
or synthetic thermoplastics.

KEYWORDS: Non-Woven Kenaf; Mechanical Behaviour; Car Door Map Pocket

1.0 INTRODUCTION
Composites are two or more materials made of matrix reinforced by
fibres, combining the high mechanical and physical performance of the
fibres and matrix [1-2]. Over the last few years in the manufacturing
industry, there has been an increasing demand of product based on
composites. Various products in the world have been experimentally
studied as composite materials since they improve the product’s

ISSN: 1985-3157 Vol. 11 No. 2 July - December 2017 129

Journal of Advanced Manufacturing Technology

performance in many ways such as stiffness, toughness, corrosion

resistance, minimised weight and strength. In fact, researchers also
claimed that there has been a rapid increase in composite application
in aerospace, defence, transportation, power, electronics, recreation,
sporting and numerous other commercial and consumer products [3-
5]. Moreover, economic and environmental concerns in the composites
sector have stimulated researchers in designing new substances to
replace the existing materials or reduce the synthetic fibre development.
Over the past 10 years more information has become available on
replacement of synthetic fibre reinforced composites by natural
plant fibre such as jute, flax and abaca [5-7]. In order to replace the
synthetic fibre, Alves et al. [5] have performed life cycle assessment
(LCA) to achieve the environmental goals in their project. Thus, their
work through LCA method demonstrated the possibility of using
natural fibres through a case study design which investigated the
environmental improvements related to the replacement of glass fibres
with natural jute fibres.

The term kenaf originated from Persian language which is a plant

native from Africa. The results of scientific research, kenaf fibre belongs
to species of Hibiscus Cannabinus where genus is Hibiscus and family
Malvaceae obtained from stems of plants [8]. Kenaf fibre contains of
cellulose between 56 – 64 wt. %, hemicellulose between 21 – 35 wt.
%, lignin between 8 – 14 wt. % and small amounts of extractives and
ash [9 – 10]. Kenaf is characterized by two distinct core and fibres
bast comprising 65 % and 35 % respectively [11]. The core and bark
fibres, considered as two distinct types of raw materials that have
great potential to use as automotive, construction and etc. materials,
are due to the long fibres derived from outer fibrous bark, the bast.
Aisyah et al. [12] studied the properties of medium density fibreboard
(MDF) from kenaf (Hibiscus Cannabinus L.) core as a function of
refining conditions. They found that the refining condition was crucial
in order to have better properties of MDF. The fibres refined with 7 bar
pressure for 5 min refining resulted in ideal mechanical and physical
properties. In the same area of study on core kenaf fibre panels, Ali et
al. [13] concluded that kenaf is a promising fibre source which can be
used as an alternative to wood fibres for the production of fibreboards
particularly for high density and high strength panels.

In addition, Hoa and his co-worker investigated the kenaf/

polypropylene nonwoven on acoustical performance. It was found that
an adhesive-free sandwich structure has excellent sound absorption
and insulation performance [14]. An increasing industrial interest
in applications of non-woven kenaf fibres for making engineering

130 ISSN: 1985-3157 Vol. 11 No. 2 July - December 2017

 Potentiality of Utilising Non-Woven Kenaf Fibre Composite for Car Door Map Pocket

parts has grown because of their excellent strength and renewability.

Kenaf fibres can also be applied in automotive interior parts. More
recent studies have confirmed the advantages of using natural fibres
such as kenaf, jute, flax, ramie, hemp, cotton and etc. for automotive
composite applications. From a technical perspective, these natural
fibre composites will improve mechanical properties and acoustic
performance, decrease material weight and processing time, reduce
manufacture cost and improve biodegradability for the auto interior
parts. The transformation of these natural fibres into automotive parts
will benefit the establishment of a sustainable and friendly environment
resource base for the industry. A novel investigation by [15] on bio-
composites of kenaf fibres in polylactide: Role of improved interfacial
adhesion in the carding process, found that the effect of silane coupling
agent on the mechanical properties of the kenaf fibre reinforced PLA
bio-composites is shown to be highly beneficial. Moreover, they proved
that non-woven kenaf has been successfully utilized to manufacture
automotive headliners. In addition to the work of Lee et al. [15], Chen
et al. [16] provides hybrid natural fibre for automotive headliners.
The nonwovens kenaf and ramie fibre were used with ratio 70:30 in
two different binders which are polyvinyl alcohol (PVA) and acrylic
copolymer. The results revealed that the binder of acrylic copolymer
was significantly anisotropic in both tensile and bending deformation
while the binder of PVA was significantly anisotropic only in bending
deformation. In another study on non-woven kenaf, Ramaswamy et
al. [17] investigated the potential of making non-woven textiles with
kenaf fibres that can be used in laminated applications. The kenaf fibres
were mixed with polypropylene with a ratio of 80:20, and batts were
prepared using a modified cotton card in regular widths. The substrates
were made of the batts that had been either calendared or needle
punched before being cured in an oven. Many kinds of overlays such
as polyester wood grain, phenolic resin impregnated kraft paper, and
decorative vinyl were used to laminate the substrates. They concluded
that these substrates can be used to make wall-covering, laminated
upholstery, and other domestic textiles materials.

On the basis of the comprehensive literature review, the incorporating

non-woven kenaf fibre laminated with epoxy resin by vacuum bagging
had been rarely reported. Therefore, the main objective of this study is
to investigate and develop mechanical properties of non-woven kenaf
composite for car door map pocket application.

ISSN: 1985-3157 Vol. 11 No. 2 July - December 2017 131

to make wall-covering, laminated upholstery, and other domestic textiles materials.

On the basis of the comprehensive literature review, the incorporating non-woven

kenaf Journal
fibre laminated with epoxyTechnology
of Advanced Manufacturing resin by vacuum bagging had been rarely reported.
Therefore, the main objective of this study is to investigate and develop mechanical
properties of non-woven kenaf composite for car door map pocket application.
2.0 MATERIALS AND METHOD
In this research, epoxy auto-fix 1345-A and auto-fix 1345-B was used
2.0 and supplied byAND
MATERIALS Chemibond
METHOD Enterprise Sdn. Bhd. For the material
preparation, the resin was measured with the digital scale with ratio
In this of
research, epoxyThe
epoxy 50:50. auto-fix 1345-Akenaf
non-woven and auto-fix
fibre was 1345-B was by
supplied used and supplied by
National
Chemibond
KenafEnterprise
and Tobacco Sdn. Bhd.Malaysia
Board For the material
as shown preparation,
in Figure 1the(a).resin was measured
The non-
with thewovendigital
kenafscale with
fibre wasratio of placed
cut and epoxy according
50:50. Thetonon-woven
mould size.kenaf
After fibre was
supplied bythe
that, National
door map Kenaf and Tobacco
pocket Board Malaysia
was fabricated as shown
by hand lay-up in Figure
process and 1 (a). The
non-woven kenaf
followed byfibre
vacuum was bagging
cut and process.
placed according
Vacuum pump to mould size.FAfter
RA 0100 503 that, the
door mapwithpocket was fabricated
brand BUSCH was used bywith
hand lay-upVprocess
capacity max 100 and
m3/h followed
and P by vacuum
abs 0.1
bagging hPa (mbar). After the bagging process, the sample was kept at roomused with
process. Vacuum pump RA 0100 F 503 with brand BUSCH was
capacity Vmax 100 mfor
temperature 3/h and Pabs 0.1 hPa (mbar). After the bagging process, the sample
48 hours for the curing process. The purpose of this
was kept at room
process wastemperature
to stabilize for
the 48 hourstofor
sample the curing
make sure the process.
sampleThewaspurpose
100 of this
process%was to stabilize the sample to make sure the sample
cured. The tensile and flexural test was conducted as per ASTM was 100 % cured. The
tensile standards
and flexural testcross
with was conducted
head speedasofper 2 ASTM
mm/min standards
by usingwith cross head speed
Shimadzu
of 2 mm/min
Universalby usingMachine.
Testing Shimadzu TheUniversal
sequences Testing Machine.
of composites are asThe
shown sequences of
composites are as1 shown
in Figure in Figure
(b). Figure 1 (b).the
2 shows Figure
sample2 shows
of door themap
sample of door
pocket from map pocket
from non-woven kenaf fibre and polypropylene (existing
non-woven kenaf fibre and polypropylene (existing product). product).

(a) (b)
Figure 1: (a) non-woven kenaf (b) example of layup sequences of composites
Figure 1: (a) non-woven kenaf (b) example of layup sequences of
composites

132 ISSN: 1985-3157 Vol. 11 No. 2 July - December 2017

Journal of Advanced Manufacturing Technology (JAMT)

Potentiality of Utilising Non-Woven Kenaf Fibre Composite for Car Door Map Pocket

(a)

(b)
Figure of
Figure 2: Sample 2: door
Sample of pocket
map door map pocket
made frommade from (a) non-woven
(a) non-woven kenaf
kenaf (b) polypropylene (PP)
(b) polypropylene (PP)

3.0 RESULT AND DISCUSSION

3.0 RESULT AND DISCUSSION

3.1 3.1 performance

Tensile Tensile performance
The averageThe ofaverage
five samples
of fivewas recorded
samples wasfor tensile test
recorded for with
tensile25 test
x 250 mm2 and
with
crosshead25speed
x 250 of mm 2 mm/min
2
and crossheadaccordingspeedtoof ASTM
2 mm/min D3039. The door
according map pocket
to ASTM
composites were The
D3039. made doorfrom
mapnon-woven kenaf and
pocket composites epoxy
were made resin
fromwith their thickness
non-woven
increased,kenaf
starting and with
epoxyone resin
layer (L1)
withuntiltheirsix layers (L6).
thickness Result of
increased, PP as awith
starting benchmark
due to existing product. Figure 3 presents the maximum tensile
one layer (L1) until six layers (L6). Result of PP as a benchmark due strength of composites.
It can be seen, as expected, that the properties of the composites are strongly influenced
to existing
by the thickness. As product.
illustratedFigure 3 presents
in Figure the maximum
3, an increase tensilelead
in thickness strength
to the value
of composites.
rise of tensile strength. The It can be seen,
lowest and astheexpected, that the
highest tensile properties
strengths wereof L1
theand L6,
composites are strongly influenced by the thickness.
about 0.613 kN and 5.531 kN respectively. Based on Figure 3, it shows that the strength As illustrated
value of L6in Figure
is 5.531 3, kN,
an increase
which is in 414.511
thickness % lead to the
higher thanvalue
that rise of tensile
of PP. However, in
strength. The lowest and the highest tensile strengths
automotive context it is not appropriate due to the slight thickness compared were L1 and L6, to PP.
Moreover,about
it will0.613increase
kN andthe density
5.531 of composites.
kN respectively. BasedThe increasing
on Figure density will
3, it shows
increase the
thatfuel
the consumption.
strength valueAs of shown in Figure
L6 is 5.531 3, the is
kN, which most appropriate
414.511 % higherfor door
map pocket was
than L2 of
that duePP.toHowever,
114.046 %in higher than PPcontext
automotive in tensile
it isstrength and the density
not appropriate
of L2 most similar with PP. L1 is lighter than L2 and PP; however,
due to the slight thickness compared to PP. Moreover, it will increase in terms of tensile
strength itthe
is density
lower than of composites. The increasing density will increase the fuellayer or
L2 and PP. It can be concluded that the increasing
thickness will increase the tensile strength. The finding is consistent with findings of
consumption. As shown in Figure 3, the most appropriate for door map
past studies by Abdellaoui et al. [18], which found the mechanical properties increase
with the increasing number of layers. The correlation between layers and strength of
composites is interesting because of the thickness and the strength of composites can be
controlled. ISSN: 1985-3157 Vol. 11 No. 2 July - December 2017 133
 Journal of Advanced Manufacturing Technology

pocket was L2 due to 114.046 % higher than PP in tensile strength and

the density of L2 most similar with PP. L1 is lighter than L2 and PP;
however, in terms of tensile strength it is lower than L2 and PP. It can be
concluded that the increasing layer or thickness will increase the tensile
strength.
Journal of Advanced Manufacturing The (JAMT)
Technology finding is consistent with findings of past studies by
Abdellaoui et al. [18], which found the mechanical properties increase
with the increasing number of layers. The correlation between layers
and strength of composites is interesting because of the thickness and
the strength of composites can be controlled.

4
Force (kN)

0
L1 L2 L3 L4 L5 L6 PP
Sample
Figure 3: Tensile strength of composites
Figure 3: Tensile strength of composites
3.2 Flexural performance

The average of four samples was recorded for flexural test with
15 x 100 mm2 and crosshead speed of 2 mm/min referred to ASTM
3.2 D790. Figure
Flexural 4 demonstrates that the flexural strength increased by
performance
increasing the thickness respectively. Similar trends were observed
The average of four
in tensile samples
strength. was4,recorded
Figure however,for flexural test
surprisingly withthe
shows 15flexural
x 100 mm2 and
crosshead speed of
strength ofL5
2 mm/min
was lowerreferred
than L4,toabout
ASTM D790.
34.125 %. Figure
From the 4 demonstrates
observation, that the
flexural L5
strength increased
has lack of fibre by increasing
in several partsthe thickness
and has not respectively.
fully coveredSimilar trends were
the entire
sample, which leads to the decreasing thickness of L5 compared
observed in tensile strength. Figure 4, however, surprisingly shows the flexural to L4.
strengthApart
of L5 from that L5
was lower cannot
than withstand
L4, about 34.125higher loads
%. From thecompare to L4L5
observation, duehas lack of
to the thickness of composites. As illustrated in Figure 4, the
fibre in several parts and has not fully covered the entire sample, which leads to the lowest
and the highest flexural strength was L1 and L6, about 0.057 kN and
decreasing thickness of L5 compared to L4. Apart from that L5 cannot withstand
1.041 kN as expected. Also, it was found that L1 is weaker than PP by
higher loads
aboutcompare to L4 L1
43 % because dueisto the
the thickness
thinnest of of
layer composites.
compositesAs illustrated
compared to in Figure
4, the lowest
others. In addition, it can be noted that L6 was stronger 941 % than PPand 1.041
and the highest flexural strength was L1 and L6, about 0.057 kN
kN as expected.
due to theAlso, it was of
capability found that L1composites
laminated is weaker than PP by about
to withstand 43 % because L1
the bending
is the thinnest layer of composites compared to others. In addition, it can be noted that
L6 was stronger 941 % than PP due to the capability of laminated composites to
134 the bending
withstand ISSN: before
1985-3157reaching
Vol. 11theNo. 2 July - December
breaking 2017As demonstrated in
point [19].
Figure 4 and tabulated in Table 1, the flexural strength, density and thickness of L2 was
close to PP that makes L2 the most ideal layer for car door map pocket. It can be
 Potentiality of Utilising Non-Woven Kenaf Fibre Composite for Car Door Map Pocket

before reaching the breaking point [19]. As demonstrated in Figure 4

and tabulated in Table 1, the flexural strength, density and thickness
Journal of Advanced of
Manufacturing
L2 wasTechnology
close to (JAMT)
PP that makes L2 the most ideal layer for car door
map pocket.
Journal of Advanced Manufacturing TechnologyIt(JAMT)
can be concluded that the flexural strength increase with
increasing the number of layer of composites.
Table 1: Mechanical properties of composite
Table
Table1:1:Mechanical
Areal Mechanical
density properties ofofcomposite
propertiesTensile
Thickness composite
strength Flexural
Samples
(Kg/m2) (mm) (kN) strength (kN)
Areal density Thickness Tensile strength Flexural
Samples
L1 1.77 1.94 0.613 0.057
(Kg/m2) (mm) (kN) strength (kN)
L2 2.81 3.86 2.301 0.119
L1 1.77 1.94 0.613 0.057
L3 3.66 5.86 2.793 0.263
L2 2.81 3.86 2.301 0.119
L4 5.89 8.38 4.732 0.621
L3 3.66 5.86 2.793 0.263
L5 5.21 7.94 4.805 0.463
L4 5.89 8.38 4.732 0.621
L6 7.74 9.22 5.531 1.041
L5 5.21 7.94 4.805 0.463
PP 2.51 3.00 1.075 0.100
L6 7.74 9.22 5.531 1.041
PP 2.51 3.00 1.075 0.100

1.2

1.2

0.8

0.8
Force (kN)
Force (kN)

0.4

0.4

0.0
L1 L2 L3 L4 L5 L6 PP
0.0
L1 L2 L3 SamplesL5
L4 L6 PP
Figure 4: Flexural strength of composite
Samples
Figure 4: Flexural strength of composite
Figure 4: Flexural strength of composite
4.0 CONCLUSION

4.0 This
CONCproject
L Uwas undertaken to develop the potential of non-woven
S I ON
kenaf for car door map pocket composite by evaluating the tensile
4.0ThisCONC L U Sundertaken
project was I ON to develop the potential of non-woven kenaf for car door
strength and flexural strength. This study has shown that L2 is the most
map
This pocket
project wascomposite
appropriate for theby
undertaken cartoevaluating
develop
door map the thepotential
pockettensile
since strength 114 %and
itofisnon-woven flexural
higher kenaf strength.
than for
PP car door This
study
map pocket has shown
composite
in tensile that L2
by and
strength is the
evaluatingmost appropriate
the tensile
the density for
of L2 isstrength the
most similar car door
and with map
flexural strength. Thisit is
pocket
PP (only since
114 %
study has higher
shown
11.952 than PP in
that L2 is The
% heavier). tensile
the most strength and
appropriate
flexural strength of the density
forL6the of
car door
which L2
is 941 is
map most similar
pocket
% stronger sincewith
it isPP
(only 11.952
114 % higher
than PP %
than heavier).
is PP
the in The flexural
tensilemajor
second strength strength
andinthe
finding of L6
thedensity which
study due is 941
of L2toisthe %
most stronger than
similar with PP
capability PP is
the11.952
(only second%major finding
heavier). The in the study
flexural due to
strength of the capability
L6 which of %
is 941 laminated
strongercomposites
than PP is to
withstand the bending before reaching the breaking point.
the second major finding in the study due to the capability of laminated composites Also, it was found thattothe
withstand the bending before reaching the breaking point. Also, it was found thatbecause
average mechanicalISSN:properties
1985-3157 value
Vol. for
11 L1
No. is
2 weaker
July - than
December PP
2017(about 36.241
135%) the
L1 is the
average thinnestproperties
mechanical layer of composites
value for L1 compared
is weakertothan others. One of36.241
PP (about the most significant
%) because
L1 findings to emerge
is the thinnest layerfrom this is that compared
of composites the tensile to strength
others.and Oneflexural
of the moststrength increased
significant
by increasing the number of layer of composites. The evidence from this study suggests
Journal of Advanced Manufacturing Technology

of laminated composites to withstand the bending before reaching

the breaking point. Also, it was found that the average mechanical
properties value for L1 is weaker than PP (about 36.241 %) because
L1 is the thinnest layer of composites compared to others. One of the
most significant findings to emerge from this is that the tensile strength
and flexural strength increased by increasing the number of layer of
composites. The evidence from this study suggests that the non-woven
kenaf for car door map pocket reinforced composite shows good
agreement on tensile and flexural property as a potential to replace the
petroleum-based composite.

ACKNOWLEDGMENTS
The author gratefully acknowledges the financial support given by
Skim Zamalah UTeM and industry research partner of PROTON
by providing Grant PJP/2016/PROTON/FKP-AMC/S01498 and also
Universiti Teknikal Malaysia Melaka.

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138 ISSN: 1985-3157 Vol. 11 No. 2 July - December 2017