SUPERMILEAGE

Submitted in the partial fulfillment of the Requirement for the award of degree of Bachelor of Technology

SUBMITTED BY:
Jayant Lamba (100871133795) Ashish Chawla(100871133775) Ankir Uppal(100871133774) Sushant Jain(100871133823) Siddharth Guleria(100871133819) Sagar(100871133812) Gurnam Singh(100871133783) Himanshu Chauhan(100871133789) Harshit Sharma(100871133788) Abhishek Mittal(100871133766)

SUPERVISED BY:
Gaurav Soni (A.P. Mechanical Department)

DEPARTMENT OF MECHANICAL ENGINEERING CHANDIGARH UNIVERSITY

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DECLARATION

I hereby declare that the project work title SUPERMILEAGE submitted as part of Bachelors degree in MECHANICAL ENGINEERING at CHANDIGARH GROUP OF COLLEGES, is an authentic record of our own work carried out under the supervision of ER. GAURAV SONI Place : CGC,Gharuan

Name:
1. Jayant Lamba (100871133795) 2. Ashish Chawla(100871133775) 3. Ankir Uppal(100871133774) 4. Sushant Jain(100871133823) 5. Siddharth Guleria(100871133819) 6. Sagar(100871133812) 7. Gurnam Singh(100871133783) 8. Himanshu Chauhan(100871133789) 9. Harshit Sharma(100871133788) 10. Abhishek Mittal(100871133766)

B.TECH(MECHANICAL) 7TH SEMESTER

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ACKNOWLEDGEMENT
Learn by Listening or Reading, Understand by reflecting or Implementing
This line tells the story of Practical knowledge and Theoretical knowledge. Practical knowledge in itself is an experience, in which we learn not only what is written in the books but especially whats not. Practical knowledge bridges the gap between the educated and the qualified. It is practical knowledge, which teaches us not what to do but how to do. We cannot achieve anything worthwhile in any field of science on the basis of theoretical knowledge from the books, because books tells only what have to do and human mind just grasps or stores the information whatever is written inside a book, only practical knowledge tells how to do and then we implement our mind. An acknowledgment We meant to felicitate all those people who have lent us their valuable support and help for the successful completion of my report. We take this opportunity to sincerely shower panegyrics on one and all that have made this happen. Starting with expression of immense pleasure and joy, We pen-down words of sincere and loyal gratitude to our revered guide Er. GAURAV SONI who guided us in most affable manner with the best of his technical concept at every junction of need of Our Major Project. Er. GAURAV SONI Mechanical Engineering GROUP MEMBERS: Jayant Lamba (100871133795) Ashish Chawla(100871133775) Ankir Uppal(100871133774) Sushant Jain(100871133823) Siddharth Guleria(100871133819) Sagar(100871133812) Gurnam Singh(100871133783) Himanshu Chauhan(100871133789) Harshit Sharma(100871133788) Abhishek Mittal(100871133766)

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Project Summary
A single seated highly efficient transport vehicle High efficiency aerodynamic design Ultra-lightweight Carbon fiber shell Real time driver communications Intelligent vehicle control system Push button engine controls Super efficient engine Highly efficient fuel management system Target efficiency of 400 km/l with the carburetor and 700 km/l with the injectors

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Introduction

Abstract The Supermileage is a single-person vehicle propelled by a small, one cylinder, fourstroke engine. Its body is composed of lightweight materials, aerodynamically shaped to reduce any thrust or forces that oppose the movement of the vehicle. The objective of making this vehicle is to obtain the highest combined miles per gallon ratio possible set out on a specific race track. The team members will have the opportunity to show their ingenuity and demonstrate the current and future generations that there is an unlimited field of green engineering technology. The main goal of this project is to create awareness, within public, about fuel consumption and promote the reduction of toxic gas emissions by vehicles. This is important because these young men and women are the future engineers and scientists who will research and develop technology that will positively impact the environment.

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Project Formulation Overview The overall goal of this project is to design the rolling chassis and aerodynamic body for an automobile aimed at achieving high fuel efficiency. The extended goal is to fabricate the chassis and body and integrate the other support systems of the automobile and finish with an end product of a working car to be operated. Project Objectives The main task items separate the clear-cut objectives of this project. Firstly, we intend on design and building a chassis out of a suitable material that will give minimum weight to support the drive system and the driver. We intend on running suitable optimization and computer-aided test to choose the material, tube diameter and member configuration capable of attaining the above-mentioned goal. The second goal is associated with the aerodynamic body design and fabrication. This will be achieved by optimizing the body and by running compute-aided flow simulations as well as real life testing on 3-D prototypes. The final and ultimate goal is to build the car and operate it to achieve an maximum possible overall efficiency. Literature Survey Aerodynamics A simple definition of aerodynamics is the study of the flow of air around and through a vehicle, primarily if it is in motion. Energy is required to move a car through the air; this energy is also used to overcome a force called drag. Drag is determined by vehicle speed, frontal area, air density, and shape.

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Figure 1: Change in Drag and Friction with changing shape The aerodynamic drag on cars are caused by following; pressures that act on the front area of the car, suction at the rear of the car, underbody regions and roughness of the vehicle surface such as protrusions and projections. Figure 2 and Figure 3 illustrate the frontal vacuum and the rear suction respectively.

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Figure 2 Frontal Pressure caused by flowing air

Figure 3: Rear Vacuum caused by flowing air

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Figure 4: Common Drag Coefficients

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Constraints and other Considerations

Moving forward with this project, the first constraint that surfaces is the fact that this is a very expensive project. The quality of the materials used will depend heavily of the amount of money that is available for purchasing. Also, during the fabrication phase of the project when we have to outsource services, we would have to balance experience and dependability with how much we can actually spend on hiring outside help for fabrication duties. Project Management Overview Project management is an essential component of this design project. The first step was to define realistic but ambitious goals for our project. These goals had to be carefully chosen so that our fundamental engineering skills were utilized effectively. In order to achieve out goals, a plan for design, simulation, fabrication and testing had to be developed before any work was done on the project. Jayant lamba served as the project manager and his main responsibility was to firstly assign the tasks to group members also Er. Gaurav soni was selected as faculty advisor who guide the group through the three main segments of the project, namely; . Design and simulations . Fabrication . Final testing. The key to realizing out goals and to successfully completing the project fabrication and technical report writing deadlines, specific tasks were divided up amongst the ten-member team.

Breakdown of Work into Specific Tasks The very first task among all team members was discussing the feasibility of the project based on time available, budget restrictions and capability of the group members to design and fabricate such a project. A plan had to be developed to lead to the completion of the project. Three key phases were identified and under which the specific tasks were divided up amongst the group members. The first phase called the Design and Simulation phase. The entire team worked on a concept design for the chassis of the car however the job of creating Solidworks design was charged to team member Himanshu Chauhan, Siddharth Guleria and
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Sagar Aggarwal. Using solid works they were to design a lightweight chassis to withstand the weight of the driver, the engine, the body and all other components of the car. The chassiss roll bar also had to be design to withstand specified loads. With the input of the entire team and the advisor the design was changed and manipulated in order to achieve the goals. They both also carried out simulations on the chassis design using Solidworks. They were also charged with the responsibility of designing the body of the car using Solidworks. At the same time the other team members continued the literature survey and other research like material availability in the available cost , modifications in engine, making body shell etc. Sushant Jain was assigned the job of researching the material required within the available budget. Abhishek Mittal and Gurnam Singh take charge of research work for making body shell. Whereas Jayant Lamba, Ankit Uppal and Sushant Jain were assigned with job of studing in detail about engine modifications. With the design finalized, the second phase of the project call the Fabrication phase began. Jayant lamba, Siddharth Guleria, Ashish Chawla and Ankit uppal decided the angles and other specifications required to complete the chassis work. A professional welder and bender were hired. However, Jayant lamba did the positioning of members for welding and bending and welding was done as designed. With the chassis fabricated, team-member Ashish Chawla and Harshit Sharma was in charge of designing and installing the steering and braking component of the car along with the tyres selection. CHASSIS The essential contribution of the vehicle chassis that is focused on with regards to the optimum performance is the aspect of low body load (weight contribution). This aspect determined the material used in attempt reduce chassis weight. For full verification and credibility of material selection as well as optimum configuration of chassis structural members, stress analysis is carried out to ensure that the integration of the material properties of the aforementioned light-weight material as well as the configuration of the vehicle chassis member are able to coincide.

MATERIAL SELECTION For the vehicular body, in regards to the material of which it would be made, the selection of material must coincide with critical design criteria for any material to be utilized in fabrication. What the material must be of a light weight composition that is substantially rigid, contain physical properties that will reduce aerodynamic
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frictional forces and cost effective. The choices for material were between that of aluminium, carbon fibre and fibre glass. Each of the three materials is efficiently light weight with carbon fibre being the lightest and aluminium the heaviest of the three so one might suggest the use of carbon fibre and this would be a viable choice theoretically. Each of the three materials is substantially rigid for all intents and purpose and lightweight as aforementioned but the ultimate determining factor in this case would be the cost efficacy of the three materials and of the three the most cost effective with relatively greater strength and lightweight property combinations is the fibre glass. So it is this material that is used to construct the vehicle body. The chassis consists of the combination of both steel and aluminium alloy used where necessary for optimal performance. Where the use of aluminium is necessary there needed to be a selection between industrially used aluminium i.e. The choice was made between Aluminium 2024, 6061 & 6063 with the following justifications: Aluminium 6061 was chosen with the fact that Aluminium 2024 has relatively poor weldability, Aluminum 6063 is theoretically half the strength of Aluminum 6061 and design using 6061 were carried out with mild conservation. The use of 6063 would prove non beneficial as the system would have a great failure probability.

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ENGINEERING ANALYSIS AND DESIGN Frame Design

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Various test analysis 1.

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2.

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3.

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4.

Design Specifications
In order to meet the objectives set out for this project there are certain design specification that we are bounded by and will use as a guide for designing and fabricating the chassis and body.These specifications are followed because in future if we want to compete in any competition then no changes should be made in design .These are as following :The Roll bar needs to be able to withstand a 250 kg force applied at any direction. The roll bar also need to be between 2 to 4 inched above the drivers head and completely outside the shoulders of the driver.

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The driver must be seated in the vehicle and positioned with his feet forward, pointing in the direction of travel. The driver cannot be positioned facing forward. The driver must be protected from the engine by the implementation of a wall of steel or aluminum material of 0.813 mm (0.032 inches) minimum thickness must completely separate the operator from the engine. The driver must also be separated from all moving parts of the automobile.

Engine and Power train:

The engine that is being used is a Honda Gx35. It is a highly efficient 35 cc 4 stroke petrol engine producing 1.3 hp.

Figure 5: Honda Gx35

Model Name Type Displacement (cm3) L x W x H (mm) Outfitted Weight (kg) Dry Weight (kg) No. of Cylinders / Bore x Stroke (mm) Maximum Output/Engine Speed (kW[PS]/rpm) Maximum Torque (N-m[kg-m]/rpm) Direction of Rotation Fuel Type Fuel Tank Capacity (L) Fuel Consumption (g/kW-h [g/PS-h]) Oil Reservoir Capacity (L) Carburetor GX35 e-SPEC air-cooled 4-stroke single-cylinder OHC 35.8 198x234x240 3.88 3.33 1 / 39x30 1.2[1.6]/7,000 1.9[0.19]/5,500 Counterclockwise (viewed from output shaft side) Automotive-grade unleaded gasoline 0.65 360 [265] 0.1 Diaphragm type (overflow return)

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Ignition Spark Plug Starter

Transistorized magneto NGK CM5H/CMR5H Recoil type

Figure 6: Specification of Honda Gx35

Why Gx35 only ?

ADVANCED TECHNOLOGY 4-stroke - no fuel/oil mixing Full 360 "any-side-up" operation - use and store in any position Exclusive rotary-slinger lubrication system FUEL EFFICIENT, HIGH OUTPUT OPERATION Approximately half the operating cost of comparable 2-stroke engines Efficient port configuration and large diameter valves maximize power output Lighter, more rigid valve train Carburetor equipped with accelerator pump for fast, easy acceleration SMOOTH PERFORMANCE Precision engineered components result in lower vibration Lighter piston minimizes vibration Ball bearing supported crankshaft for greater stability Roller bearing supported connecting rod EXCEPTIONALLY QUIET Belt-driven OHC design reduces mechanical noise Large capacity, multi-chamber exhaust system Sophisticated air intake system PROVEN RELIABILITY High quality materials, fit, and finish Lifetime timing belt design Integrated fuel system protection Diaphragm carburetor

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EASY TO USE AND MAINTAIN Easily accessible spark plug Easy to drain and re-fill oil No mixing of gas and oil EASY STARTING Exhaust decompression system Unique low inertia design EMISSIONS COMPLIANT CARB and EPA certified No catalyst necessary AVAILABLE OPTIONS Special designs for horizontal and vertical applications available

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Transmission
Transmission design is such that the engine can be disconnected from the driving wheels so as to allow the vehicle to be stationary with the engine running. The drivetrain for the Supermileage vehicle is a direct drive transmission, consisting of the following main components: Clutch Hubs Sprockets and Chains Gears Direct-Drive With the direct drive transmission, there is only one gear ratio; therefore, the only driver input to the powertrain is throttle and clutch. There are several reasons that direct drive was chosen for the Supermileage vehicle: The Honda GX35 has relatively flat performance curves with regards torque and power output and fuel consumption. Therefore, the engine can operate over a wide range of RPMs and still supply adequate power with low fuel consumption. A geared transmission would not be of any benefit due to the linear performance curves. A geared transmission would also add extra weight. Direct drive results in one less function that the driver has to perform during competition. This simplifies the drivers function and allows them to focus on the fore mentioned driving strategy. After proper meshing of gears we were able to achieve a reduction of 16:1 which helped us to control the rpm. Clutch It was agreed that a centrifugal clutch would be more efficient than a disk clutch because of the chosen driving strategy. The driver can keep the disk clutch engaged at all times due to the free wheel at the rear wheel. A centrifugal clutch will only engage when the engine shaft is rotating above a specific RPM. This will create inefficiencies during engine startup and when the driver lets off the throttle during cornering. It was difficult to find more than one source for a disk clutch for our application. Disk clutches either come in large, vehicle sized applications or smaller sized than are primarily used for industrial machinery.

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Hubs One hub was designed to transmit power from the motor to the rear wheel.

Rolling resistance Rolling resistance is a major parasitic drag that occurs between the tires and the ground. For a cyclist, rolling resistance can account for up to 80% of drag at speeds of 6mph, and as much as 20% at speeds of 25mph, therefore decreasing rolling resistance will make the Supermileage vehicle much more efficient. When a tire holding up weight bulges against the ground it increases the contact area, To minimize the friction one needs to decrease this contact patch by investing in a thinner tire or increasing the tire pressure in the current tire.

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The Rolling Resistance was an important factor that was considered in the development of the drivetrain. Fr = Crmg Where, Fr = Rolling Resistance (N) m = Mass of Vehicle and Driver (kg) g = Acceleration due to Gravity (m/s2) The Coefficient of Rolling Resistance (Cr) for pneumatic tires on a dry surface, can be approximated by the following, Cr = 0.005 + 1/p [0.01 + 0.0095(v/100)2] P = Tire Pressure (Bars) V = Vehicle Velocity (Kph)

Exhaust System: Engine exhaust will be directed to exit the body of the vehicle by the way of an insulated muffler.. Guards and Shields: All moving power train components will be guarded to prevent damage to fuel carrying components and prevent injuries to the driver in the event that breakage should occur. Shielding will also protect against any potential contact with the driver or support personnel when components are moving. The vehicle will have a belly pan to completely separate the driver from the pavement. All fuel system components will be guarded or restrained to prevent contact with moving parts. In addition, all electrical components will be guarded and/or restrained to prevent contact with moving parts and prevent abrasion of the insulation. Brake System: Due to the fact that our vehicle is set to have an average speed of 2530 km per hour. The braking system that will be installed is high-end bicycle breaks capable of bring the vehicle to a complete stop in 3 meters, traveling at a speed of 15kph.

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Steering
Steering is the term applied to the collection of components, linkages, etc. which will allow a vessel (ship, boat) or vehicle (car, motorcycle, bicycle) to follow the desired course. An exception is the case of rail transport by which rail tracks combined together with railroad switches provide the steering function. The most conventional steering arrangement is to turn the front wheels using a handoperated steering wheel which is positioned in front of the driver, via the steering column, which may contain universal joints, to allow it to deviate somewhat from a straight line. The basic aim of steering is to ensure that the wheels are pointing in the desired directions. This is typically achieved by a series of linkages, rods, pivots and gears. One of the fundamental concepts is that of caster angle each wheel is steered with a pivot point ahead of the wheel; this makes the steering tend to be self-centering towards the direction of travel. General Steering System Requirements A steering system should be insensitive to disturbances from the ground/road while providing the driver/controller with essential feedback as needed to maintain stability. The steering system should achieve the required turning geometry. For example, it may be required to satisfy the Ackermann condition. The vehicle should be responsive to steering corrections. The orientation of the steered wheels with respect to the vehicle should be maintained in a stable fashion. For example, passenger vehicles require that the steered wheel automatically return to a straight-ahead stable equilibrium position. It should be possible to achieve reasonable handling without excessive control input (e.g., a minimum of steering wheel turns from one locked position to the other).

Passenger Steering Requirements Driver should alter steering wheel angle to keep deviation from course low.
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 Correlation between steering wheel and driving direction is not linear due to: a) turns of the steering wheel, b) steered wheel alterations, c) lateral tire loads, and d) alteration of driving direction. Driver must steer to account for compliance in steering system, chassis, etc. as well as need to change directions. Driver uses visual as well as haptic feedback. For example, roll inclination of vehicle body, vibration, and feedback through the steering wheel (effect of selfcentering torque on wheels). It is believed that the feedback from the steering torque coming back up t hrough the steering system from the wheels is the most important information used by many drivers. There are many different options for the steering design. We have looked at two different systems which include the rack and pinion and the Ackerman Steering Principle. Rack and pinion steering The pinion gear rotates with the steering shaft, moving the rack from side to side. Several full turns of the pinion are required to shift the rack from lock to lock. Because there are so few parts in the steering linkage, rack and pinion is a very precise and responsive steering system and is often used in sports cars. Many modern cars use rack and pinion steering mechanisms, where the steering wheel turns the pinion gear; the pinion moves the rack, which is a linear gear that meshes with the pinion, converting circular motion into linear motion along the transverse axis of the car (side to side motion). This motion applies steering torque to the swivel pin ball joints that replaced previously used kingpins of the stub axle of the steered wheels via tie rods and a short lever arm called the steering arm.

The rack and pinion design has the advantages of a large degree of feedback and direct steering "feel". A disadvantage is that it is not adjustable, so that when it does wear and develop lash, the only cure is replacement.

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Rack and pinion geometry

Ackerman Steering Principle The Ackerman Steering Principle defines the geometry that is applied to all vehicles (two or four wheel drive) to enable the correct turning angle of the steering wheels to be generated when negotiating a corner or a curve. Aligning both wheels in the proper direction of travel creates consistent steering without undue wear and heat being generated in either of the tyres. Obviously with turning one wheel more than the other you are mis-aligning the wheels and you need to do this whilst allowing both wheels to be pointing straight forward when the car is not turning. To enable this to happen, the mis-alignment needs to progress from zero (wheels pointing straight ahead) to a point where there is a sufficiently different angle between both wheels to create the alignment of both wheels when they are both fully turned.

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The steering system installed in the car

TOE In automotive engineering, toe, also known as tracking, is the symmetric angle that each wheel makes with the longitudinal axis of the vehicle, as a function of static geometry, and kinematic and compliant effects. This can be contrasted with steer, which is the antisymmetric angle, i.e. both wheels point to the left or right, in parallel. Positive toe, or toe in, is the front of the wheel pointing in towards the centreline of the vehicle. Negative toe, or toe out, is the front of the wheel pointing away from the centreline of the vehicle.Toe can be measured in linear units, at the front of the tire, or as an angular deflection.

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In a rear wheel drive car, increased front toe in provides greater straight-line stability at the cost of some sluggishness of turning response. The wear on the tires is marginally increased as the tires are under slight side slip conditions. On front wheel drive cars, the situation is more complex. Toe is always adjustable in production automobiles. Maintenance of front end alignment, which used to involve all three adjustments, currently involves only setting the toe; in most cases, even for a car in which caster or camber are adjustable, only the toe will need adjustment.

Turning at low speed and kinematic (or Ackerman) steering What is low-speed? Negligible centrifugal forces Tires need not develop lateral forces Pure rolling, no lateral sliding (minimum tire scrub). -At low speed the wheels primarily roll without slip angle. If the rear wheels have no slip angle, the center of the turn lies on the projection of the rear axle. Each front-steered wheel has a normal to the wheel plane that
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passes through the same center of the turn. This is what Ackermann geometry dictates. Correct Ackermann reduces tire wear and is easy on terrain. Ackermann steering geometry leads to steering torques that increase with steer angle. The driver gets feedback about the extent to which wheels are turned. With parallel steer, the trend is different, becoming negative (not desirable in a steering system positive feedback).Hence this study pointed us towards using The Ackerman Steering Principle. Photograph of complete car with steering

A normal Ackerman steering is used

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Set the negative camber, based on the tyre temperature readings for instance, you are maximising outside tyre grip, at the expense of inside tyre grip. Toe out helps to compensate for negative camber on the inside tyre. This indicates pro-Ackerman might be usefull for cars carrying a lot of negative camber.

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A throttle is the mechanism by which the flow of a fluid is managed by constriction or obstruction. An engine's power can be increased or decreased by the restriction of inlet gases (i.e., by the use of a throttle), but usually decreased. The term throttle has come to refer, informally and incorrectly, to any mechanism by which the power or speed of an engine is regulated. What is often termed a throttle (in an aviation context) is more correctly called a thrust lever. For a steam engine, the steam valve that sets the engine speed/power is often known as a regulator.

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Chassis: The final chassis will be made out of aluminum. The frame will be designed to able to support the drivers weight and all the other components of the vehicle. In addition to the weight support, the role bar will be able to withstand 150 kg of force in any direction. Body: the body will be feature the best aerodynamic design to yield a drag coefficient of 0.15. Also the body must be very smooth. Carbon fiber will be used for the body due to the following characteristics; smooth, rigid and light weight.

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What is Carbon Fiber? A carbon fiber is a long, thin strand of material about 0.0002-0.0004 in (0.005-0.010 mm) in diameter and composed mostly of carbon atoms. The carbon atoms are bonded together in microscopic crystals that are more or less aligned parallel to the long axis of the fiber. The crystal alignment makes the fiber incredibly strong for its size. Several thousand carbon fibers are twisted together to form a yarn, which may be used by itself or woven into a fabric. The yarn or fabric is combined with epoxy and wound or molded into shape to form various composite materials. Carbon fiberreinforced composite materials are used to make aircraftand spacecraft parts, racing car bodies, golf

club shafts, bicycle frames, fishing rods, automobile springs, sailboat masts, and many other components where light weight and high strength are needed.
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Carbon fibers are classified by the tensile modulus of the fiber. The English unit of measurement is pounds of force per square inch of cross-sectional area, or psi. Carbon fibers classified as low modulus have a tensile modulus below 34.8 million psi (240 million kPa). Other classifications, in ascending order of tensile modulus, include standard modulus, intermediate modulus, high modulus, and ultrahigh modulus. Ultrahigh modulus carbon fibers have a tensile modulus of 72.5 -145.0 million psi (500 million-1.0 billion kPa). As a comparison, steel has a tensile modulus of about 29 million psi (200 million kPa). Thus, the strongest carbon fibers are ten times stronger than steel and eight times that of aluminum, not to mention much lighter than both materials, 5 and 1.5 times, respectively. Additionally, their fatigue properties are superior to all known metallic structures, and they are one of the most corrosion-resistant materials available, when coupled with the proper resins. Thirty years ago, carbon fiber was a space-age material, too costly to be used in anything except aerospace. However today, carbon fiber is being used in wind turbines, automobiles, sporting goods, and many other applications. Thanks to carbon fiber manufacturers like Zoltek who are committed to the commercialization concept of expanding capacity, lowering costs, and growing new markets, carbon fiber has become a viable commercial product. Why Choose Fiberglass over other materials Strong and long-lasting: Pound for Pound fiberglass is stronger than sheet metal. Fiberglass has a high resistance to corrosion, it will not rust. Perfect for products used outside, in states near the ocean, with the high salt content in the air. Fireretardant resins can make your products stand up against fire and will only char not burn up. Perfect when products will be around corrosive chemicals. Design Freedom: There are very few restrictions with molding fiberglass, giving the engineer unlimited possibilities. Get away from the old boxy looking products and design visually appealing ones that are still as structurally strong and durable. Can take a multi-piece part and convert it into just one. Appearance: Using fiberglass for product covers and enclosures definitely improves its esthetics. Achieve any look and feel desired. Finishes give fiberglass components a high tech appearance.
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Cost Effectiveness: With steel being dependant on Chinas steel prices, you will have stable prices with fiberglass. Lower costs for maintenance and warranty work. A lighter and stronger product results in lower costs for shipping and storage. Special Characteristics: Fiberglass is non-conductive and radio frequency transparent. Perfect for housing electronics without disturbing their performance and protect employees from hazards inside. Fiberglass absorbs sound waves more than bounces off, thus giving it extremely good acoustics, for lowering machinery volumes and achieving acceptable and/or required sound levels. Unlike metal, plastic, and wood; fiberglass has the least expansion and contraction with heat, cold and/or stress. Because of these characteristics, fiberglass should be considered whenever there is a significant amount of fabrication to aluminum or stainless steel as often times a better part can be made at a lower or very competitive price with each molded part being consistently well within manufacturing tolerances. Fiberglass Fiberglass is a lightweight, extremely strong, and robust material. Although strength properties are somewhat lower than carbon fiber and it is less stiff, the material is typically far less brittle, and the raw materials are much less expensive. Its bulk strength and weight properties are also very favorable when compared to metals, and it can be easily formed using molding processes. Steps to make fiberglass body 1. Find an appropriate mould. To make a product out of carbon fiber, you must find a mold that is of the appropriate shape and size. Some molds designed for use in the production or repair of cars can be purchased at automotive supply stores. Similarly, you may be able to find the molds for certain bike parts at local cycling shops. These products may also be obtained through Internet retailers or we can build mould on our own. For very short production runs (less than 10 parts), temporary molds can be made from wood, foam, clay or plaster. 2. Prepare the mould. Once you have found the perfect mold, spray the inside of it with fiberglass resin. For best results, make sure that all nooks and crannies of the mold are completely

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saturated with the resin. Depending on the size of the mold, you may need more than one can of fiberglass resin. 3. Apply the fiber cloth Quickly press sheets of fiber cloth into the mold. As with applying the resin, make sure you completely cover all sections of the interior mold with the fiber cloth. If there are particularly small corners or angles, you may want to consider pressing the fiber cloth into the crannies with a screwdriver or other small tool. 4. Add additional fiberglass resin. Spray the inside of the mold one more time with the fiberglass resin. The fiber cloth should be completely saturated with the product by this time. 5. Heat the carbon fiber. Carefully close the mold. Place it inside the autoclave, and allow the carbon fiber to heat for at least 15 or 20 minutes. When this time has passed, remove the mold, and allow it to sit undisturbed for 3 hours. 6. Examine the product. Open the mold and remove the final product. Inspect the carbon fiber on all sides, making sure there are no cracks or other forms of damage. Consider applying a light coat of clear epoxy to the product as a final step in the creation of carbon fiber.

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BIBLOGRAPHY
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