Fibre-reinforced plastic 

Fibre-reinforced plastic (FRP) (also fibre-reinforced polymer) is a composite

materialmade of a polymer matrix reinforced with fibres. The fibres are
usually fibreglass, carbon, oraramid, while the polymer is usually
an epoxy, vinylester or polyester thermosetting plastic. FRPs are commonly used
in the aerospace, automotive, marine, and construction industries.

Process definition

A polymer is generally manufactured

by polycondensation, Polymerization or polyaddition, when combined with various
agents to enhance or in any way alter the material properties of polymers the result
is referred to as a plastic. Composite plastics refer to those types of plastics that
result from bonding two or more homogeneous materials with different material
properties to derive a final product with certain desired material and mechanical
properties. Fibre reinforced plastics are a category of composite plastics that
specifically use fibrous materials to mechanically enhance the strength
and elasticity of plastics. The original plastic material without fibre reinforcement
is known as the matrix. The matrix is a tough but relatively weak plastic that is
reinforced by stronger stiffer reinforcing filaments or fibres. The extent that
strength and elasticity are enhanced in a fibre reinforced plastic depends on the
mechanical properties of both the fibre and matrix, their volume relative to one
another, and the fibre length and orientation within the matrix.[1] Reinforcement of
the matrix occurs by definition when the FRP material exhibits increased strength
or elasticity relative to the strength and elasticity of the matrix alone.
Applications

Fibre-reinforced plastics are best suited for any design program that demands
weight savings, precision engineering, finite tolerances, and the simplification of
parts in both production and operation. A moulded polymer artefact is cheaper,
faster, and easier to manufacture than cast aluminium or steel artefact, and
maintains similar and sometimes better tolerances and material strengths. The
Mitsubishi Lancer Evolution IV also used FRP for its spoiler material.
Fiberglass Reinforced Plastics (FRP) can offer many advantages over other
materials.

Corrosion Resistant
Fiberglass reinforced thermo set laminates have been the clear choice for corrosive
environments for the past 50 years. Given the temperature and chemical
environment we can recommend the right materials for the most critical
applications. Corrosion resistance is often the primary reason for choosing
Corrosion Composites.
 

High Strength Yet Light Weight

Composites have a higher strength-to-weight ratio than steel. FRP laminate is a
light weight structural material that allows the designer to create large structures
without the use of ribs or supports. Fiberglass duct systems require fewer hangers
and supports than equivalent metal or PVC systems.
 
Toughness
Laminates can be designed to withstand impact, abrasion, cold and heat. We can
also build in flexibility or stiffness when required.
 
Non-Conductive
Unlike metal, fiberglass reinforced plastic is inherently non-conductive. Fiberglass
can be made to be conductive for some applications by adding carbon materials to
the laminate.

Minimal Maintenance
Our FRP tanks, ducts, hoods, stack, pipes, etc. are built to last. With 50 years of
fabricating experience we have had very few requests for replacements. When
repairs or modifications are required it is an easy process.

Material Choices
Resin selection is based on the requirements for each project. Knowing the
temperature, chemical environment and physical requirements such as wind, snow
and seismic loadings will help us choose the right resin. In addition the
reinforcement materials and the laminate sequence will vary for each type of job
 
VEHICLE  SAFETY
 
Abstract 

Car accident is one of the major causes of death in  many countries.Many

researchers have attempted to design and develop techniques to increase car safety
in the past recent years.In spite of all the efforts, it is still challenging to design a
system adaptive to thedriver rather than the automotive characteristics. In this
paper, the adaptive car safety system is explained which attempts to find a balance.
Vehicle safety
is the study and practice of vehicle design, construction, andequipment to minimize
the occurrence and consequences of automobile accidents

Crashworthiness
Crashworthy systems and devices prevent or reduce the severity of injuries when a
crash is imminent or actually happening. Much research is carried out using
anthropomorphic crash test dummies.

 Seatbelts limit the forward motion of an occupant, stretch to slow down the
occupant's deceleration in a crash, and prevent occupants being ejected from the
vehicle.

 Airbags inflate to cushion the impact of a vehicle occupant with various parts of
the vehicle's interior.

 Laminated windshields remain in one piece when impacted, preventing

penetration of unbelted occupants' heads and maintaining a minimal but  
A adequate transparency for control of the car immediately following a collision.
Tempered glass side and rear windows break into granules with minimally sharp
edges, rather than splintering into jagged fragments as ordinary glass does.

 Crumple zones absorb and dissipate the force of a collision, displacing and
diverting it away from the passenger compartment and reducing the impact force
on the vehicle occupants. Vehicles will include a front, rear and may beside
crumple zones . 
Side impact protection beams.
Collapsible universally jointed steering columns, (with the steering system
mounted behind the front axle - not in the front crumple zone), reduce the risk and
severity of driver impalement on the column in a frontal crash.

Pedestrian protection systems.

Padding of the instrument panel and other interior parts of the vehicle likely to be
struck by the occupants during a crash

BUMPER SYSTEM
An automobile's bumper is the front-most or rear-most part, ostensibly designed to
allow the car to sustain an impact without damage to the vehicle's safety systems.
They are not capable of reducing injury to vehicle occupants in high-speed
impacts, but are increasingly being designed tomitigate injury to pedestrians struck
by cars

Side impact tests

EuroNCAP / ECE95F

Figure 1. ECE95 side impact test (illustration byNHTSA)

The side impact test developed by EEVC is now incorporated in ECE Regulation
95 and applies to
new conventional passenger cars. The EuroNCAP protocol assigns a zero score if
the ECE injury
limits are exceeded. A sliding scale applies up to "good' injury values, where four
points are
awarded. It can therefore be expected that most new vehicles will do reasonably
well in the
EuroNCAP side impact test. This is confirmed by analysis of EuroNCAP tests:

Although no four-wheel-drive vehicles have been tested by EuroNCAP they can be

expected to
perform at least as well as the passenger vans. One reason is that the lowest height
of contact of the
moving barrier is 300mm above the ground. For many small cars the barrier will
miss the sill and as
a result the b-pillar and doors will take most of the loads. However, for most
passenger vans and
four-wheel-drive vehicles the barrier will engage the sill and significant intrusion
of b-pillar and
doors is less likely. The higher mass of these vehicles, compared with small cars, is
also a major
advantage since the moving barrier has a fixed mass of 950kg. The delta V of a
relatively heavy
vehicle will be less and therefore the loads on the dummy can be expected to be
less.
ECE Regulation specifically exempts vehicles where the seating reference point of
the lowest seat is
not more than 700 mm from ground level. A large proportion of four wheel drive
vehicles,
commercial vans and people movers are therefore exempt from this side impact
regulation.