DEVELOPMENT AND CHARACTERIZATION OF FIBRE METAL

LAMINATES (FML) USING ALUMINIUM AND KEVLAR FIBRE

FOR AUTOMOBILE APPLICATIONS
ABSTRACT
During the past eras, increasing demand in automotive industries for
high-performance, lightweight structures have stimulated a strong trend towards
the development of refined models for fibre-metal laminates (FMLs). Fibre
metal laminates are hybrid composite materials built up from interlacing layers
of thin metals and fibre reinforced adhesives. The most common fibre-metal
laminates (FML) are ARALL (aramid reinforced aluminium laminate) and
GLARE (glass reinforced aluminium laminate). Taking advantage of hybrid
nature from their two key constituents: metals (aluminium) and fibre reinforced
laminate (Kevlar fibre). FML is manufactured by using hand layup technique.
These composites offer several advantages such as better damage tolerance to
fatigue crack growth and impact damage especially for automotive applications
such as bonnet. Metallic layers and fibre reinforced laminate can be bonded by
various compositions and determine their mechanical behaviours.
Keywords: Automotive, Fibre Metal Laminate, Mechanical behaviour, Hand
layup technique, Flexural test.

CHAPTER 1
 INTRODUCTION
Majority of the transportation vehicle manufacturing industries and
aerospace industries are today relies mainly on the development of light weight
components and at the same time to achieve the desired material properties such
as strength, stiffness, flexibility, corrosion resistance, wear resistance, etc. and
numerous other desirable properties. More importantly automobile industries
today are searching for hybrid materials structures, which could help in
achieving the above said properties. Friction Stud Welding, Diffusion bonding,
Friction Welding Friction Drilling and Friction Riveting are few processes
employed for joining in multi material structures. Nevertheless, multi-material
structure developed by Fibre metal laminates having promising properties and
applications. Carbon fibre reinforced composites possess the highest specific
strength shown in the table 1. The specific strength of carbon composites are at
least two times more than steel. The weight of a component is reduced to half if
CFRC is used instead of steel. For automobile applications, this means a lighter
vehicle that consumes less fuel. Low crack growth due to impact or fatigue, the
ability to produce in directional mechanical properties, and being cost effective
in mass production are the other highlighted properties of carbon-reinforced-
polymer composites. As a result, this material is considered to be an advanced
structural material.
Fibre reinforced composites has a significant impact in production of
engineering materials. It occupies huge percentage in the total fabrication due to
its admirable mechanical properties like strength to weight ratio and cost-
effectiveness. Recent researchers focusing on use fibre reinforced metal
laminates for various automobile applications such as bonnets, frames, and
floorings. Carrillo developed self-reinforced poly propylene matrix FMLs to
carry out flexural and impact tests and expressed that FMLs shows better
stability and reliable than other conventional fibre thermoset matrix laminates.
Aramid Reinforced Aluminium Laminate (ARALL) fabricated by adhesive
bonding possess more fatigue and impact resistance than similar kind of
mechanically joined structures.
The concept is usually applied to aluminium with the Kevlar and carbon
fibre; also, it is applied to other constituents. Several articles have shown that,
FMLs possess both the wonderful impact resistance characteristics of metals
and the attractive mechanical properties of fibre materials.
An aluminium sheet in the FMLs improves stiffness of the laminates and
provides reasonable ductility over entire structure. Weight fraction of
reinforcement and matrix material plays vital role in the superior mechanical
properties of fibre composites. Impact energy absorption behaviour of the
composites were greatly improved by altering stacking sequence and use of
filler material. Fatigue and impact behaviour of the FMLs fabricated by using
hand layup compression moulding varies with respect to different stress and
loading conditions also the maximum energy absorption depends on the ratio of
energy dissipation.
Metallic materials are already widely used and established in most
producing industries, among these especially steel and aluminium. They are
distinguished for their favourable all-round characteristics and comparatively
low costs. Another type of material lately becoming established in the market
are fibre-reinforced plastics. A procedure was developed, in which simple
products made of metal and fibre-reinforced thermoplastics are formed in one
shared step to a multi material part. The products are placed in the temperature-
controlled deep drawing tools and are formed together to one joined part.
However, there are still many problems to be solved in the forming and
using process of FMLs. Under shear stress, bending stress, impact stress, and
axial stress, the strength and stiffness of the FMLs will be significantly reduced
and cause interlinear failure behaviour such as debonding and delamination,
which will cause the overall failure of the material and eventually cause serious
damage. Therefore, analysing the failure mechanism and control methods of
FMLs can control the failure of materials to some extent. However, in general,
there are not enough articles systematically introducing the failure behavior,
evaluation method of interlinear property, and failure mechanism and control
methods of FMLs. Therefore, it is very necessary to summarize the mentioned
subjects of FMLs systematically.
The above studies clearly shows that fibre reinforced metal laminates
especially Kevlar and basalt are widely used in various domains of engineering
to obtain ultimate material performance. In this proposed research,
Carbon/Kevlar/Al 8090 FMLs were fabricated by compression moulding
process and its tensile, flexural and low velocity impact behaviour studies were
done.
1.1 OVERVIEW OF FIBRE METAL LAMINATES
Fibre metal laminate (FML) is one of a class of metallic materials
consisting of a laminate of several thin metal layers bonded with layers of
composite material. This allows the material to behave much as a simple metal
structure, but with considerable specific advantages regarding properties such as
metal fatigue, impact, corrosion resistance, fire resistance, weight savings, and
specialized strength properties. During the past decades, increasing demand in
aircraft industry for high-performance, lightweight structures have stimulated a
strong trend towards the development of refined models for fibre metal
laminates (FMLs). Fibre metal laminates are hybrid composite materials built
up from interlacing layers of thin metals and fibre reinforced adhesives.
The Fibre Metal Laminates (FML) is a new type of hybrid composites
developed at the Delft University of Technology. FML consists of thin sheets of
Aluminium bonded with fibre adhesive layers. This laminated structure behaves
much as a simple metal structure, but with considerable specific advantages
regarding properties such as metal fatigue, impact, corrosion resistance, fire
resistance, weight savings and specialized strength properties. This first hybrid
metal laminate is known as ARALL (Aramid Reinforced Aluminium
Laminate). ARALL showed the damage tolerance and fracture toughness
known from the metal laminates together with the strength and crack growth
resistance brought in by the fibres. Carbon and Kevlar fibre was then
introduced, due to the good withstand properties.

Fig 1.1 Illustration of Fibre Metal Laminates

These withstand properties lead to a better loading flexibility of carbon,
kevlar compared to other fibres show a very poor behaviour under withstand
capacity, carbon, and kevlar is now an accepted Material in the automotive
Industry. While the weight reduction was the prime driver behind the
development of this new family of materials, it turns out the additional benefits
like cost reduction, weight reduction and improved performance.
1.1.1 Type of FML concept
 Aramid Fibres (ARALL)
 Glass Fibres (GLARE, Central)
 Carbon Fibres (CARE/CARALL)
 Polymer Fibres (HP-PE, Zylon)
 M5 Fibres
 Fig 1.2 Classification of FML
ARALL-Aramid Fibre
A new high-strength fatigue-resistant material for aircraft construction is
described which is called ARALL and consists of thin sheets of a high strength
aluminium alloy which are bonded together. Into the bond-line, thin layers of
aramid fibres are embedded. If fatigue cracks are initiated in the metallic part of
the hybrid composite material during fatigue loading, the strong and fatigue-
insensitive aramid fibres remain unbroken behind the propagating crack. They
hinder the crack opening and reduce the stress intensity factor at the crack tip in
the metal part of the hybrid composite. This mechanism leads to a significant
reduction of crack growth and can be enhanced by introducing favourable
residual stresses into the hybrid material. An aluminium sheet thickness of
about 0.5 mm and an aramid layer thickness of about 0.25 mm are regarded as
an optimal composition of the ARALL material.
GLARE-Glass fibre
GLARE (glass-reinforced aluminium laminate) is a new class of fibre
metal laminates for advanced aerospace structural applications. It consists of
thin aluminium sheets bonded together with unidirectional or bi axially
reinforced adhesive prepare of high-strength glass fibres. GLARE laminates
offer a unique combination of properties such as outstanding fatigue resistance,
high specific static properties, excellent impact resistance, good residual and
blunt notch strength, flame resistance and corrosion properties, and ease of
manufacture and repair. The fact that the glass fibres exhibit strain rate effects
that significantly increases the impact performance of FMLs opened the door to
further develop and tailor the laminated concept.
CARALL-Carbon fibre
CARALL is made up of carbon/epoxy prepare adhesively bonded to the
alternating layers of Al alloy. It has excellent compressive strength than
ARALL and is efficient in allowing crack bridging, therefore very low crack
growth rate. Applications of CARALL include impact absorbers for helicopter
struts and aircraft seats. The combination of aluminium with carbon fibres is
prone to corrosion induced by the difference in potential between the two
materials.
Polymer Fibres (HP-PE, Zylon)
Rather than studying the application of aramid-, glass- or carbon fibres,
several studies focused on the performance of polymer fibres in FMLs. For
example, in the early days of the ARALL development, Meyers and Rebooks
investigated the application of high-performance polyethylene fibres in FMLs.
They determined the stiffness of the non-impregnated and impregnated fibres to
address the performance of the HP-PE fibres in an FML containing aluminium
layers. Another polymer fibre that has been studied for FML applications more
recently was the Zylon fibre. Zylon is a synthetic poly benzoxazole (PBO) fibre
that has strength and modulus almost double that of Kevlar with a density
equivalent to aramid fibres.
M5 Fibres
 To solve the aspect of low compressive strength and even low composite
modulus of elasticity related to the polymer fibres, AKZO developed a rigid rod
polymer fibre called M5. The fibre has an excellent combination of strength and
stiffness, providing sufficient strain to failure to benefit from this fibre type in
FMLs.
1.1.2 Characteristics of FMLs Material:
Almost any structural material, which is available in the form of thin
sheet, may be used to form the faces of a sandwich panel. The properties of
primary interest for the faces are:
 High stiffness giving high flexural rigidity
 High tensile and compressive strength
 Impact Resistance
 Surface finish
 Environmental resistance
 Wear resistance
The commonly used face materials can be divided into two main groups:
metallic and non-metallic materials. The former group contains carbon fibre,
Kevlar fibre and aluminum alloys. There is a vast variety of alloys with
different strength properties whereas the stiffness variation is very limited.
Later, the larger of two groups including materials such as plywood, cement,
veneer, reinforced plastic and fiber composites.
1.1.3 FML Manufacturing Methods:
The most common process used to produce FML, as for polymeric fiber
materials involves the use of autoclave processing. The overall production of
FML involves following major steps.
 During this step, the surface of metal layer is pretreated by acidic solution
in order to improve the bond between the adhesive system and metal
surface.
  Applying uniform pressure by compression molding machine or vacuum
bag techniques for stabled bonding.
 After that cure process takes place which, including the flow
consolidation process, the chemical curing reactions, as well as the bond
between fiber metal layers.
 Last step consists of inspection, which is usually done by ultrasound, x-
ray, visual techniques and mechanical tests.

Fig 1.3 FML manufacturing process

The cure preparation step involves primarily the bagging of the part and the
placement of many ancillary materials. Recent investigation has shown that
manufacturing of FML by resin transfer molding techniques could also be used.
1.1.4 Material Preparation:
Taking advantage of the hybrid nature from their two key constituents:
metals (mostly aluminum) and fiber-reinforced laminate, these composites offer
several advantages such as better damage tolerance to fatigue crack growth and
impact damage especially for aircraft applications. Metallic layers and fiber
reinforced laminate can be bonded by classical techniques, i.e. mechanically
and adhesively. Adhesively bonded FMLs have been shown to be far more
fatigue resistant than equivalent mechanically bonded structures.
Adhesive Bonding:
This is simple manufacturing operation, independent of face and core
materials. Adhesive layers are interleaved between the faces and the core and
the whole stack is subjected to increased temperature and pressure as required
by the adhesive resin, whereupon the sandwich is cooled. For high-performance
applications the bonding process likely takes place using a vacuum bag and an
autoclave, whereas for less demanding application it may be sufficient use a
vacuum bag and/or weights or a hydraulic press. Since, there should be little or
no resin bleeding if the bonding is correctly performed, the vacuum-bagging
arrangement is simplified when compared to laminate manufacture. It is
normally necessary to prepare the surfaces to be bonded in order to achieve a
good enough bond. Unless already done, foam cores are typically sintered and
all loose particles removes, they may also be primed.
The adhesive is used in film or liquid form depending on application and
is usually epoxy or PUR. While thermoset adhesives dominate, thermoplastic
adhesives are used as well. Adhesive bonding requires small to medium capital
investments, high if autoclave is used typically uses adhesive resins that require
increased temperature and externally applied pressure to achieve intended
properties labor intensive suitable for short production series is suitable for
small to medium-sized structures. Sandwich components manufactures through
adhesive bonding are characterized by good to excellent mechanical properties
well controlled surfaces (assuming the faces have at least one good surface)
potentially having partially failed bonds in curved sections due to geometric
mismatch between performance of face and core.
 Fig 1.2 Adhesive Bonding
Laminates intended for bonding are often manufactured with a peek ply,
which is removed right before bonding to leave a clean and somewhat rough
surface. The surface still should be rubbed to ensure proper adhesion. The
typical processing sequence for bonding of composite laminates to a
honeycomb core using an epoxy adhesive is remove peel plies, abrade surfaces,
and wash with solvent apply adhesive film onto faces and place on core arrange
vacuum bag assembly on mold place in autoclave and apply vacuum apply
specified pressure and release vacuum increase temperature to specified
temperature at specified rate maintain temperature and pressure for a specified
period of time cool at specified rate. Face materials used may be composite
laminates manufactured through prepare lay-up or any other composites
manufacturing technique capable of producing the required face geometry, or
sheet metal. In advanced applications, the faces tend to be fiber-reinforced
epoxies and the core Nomex or aluminum honeycomb or high-performance and
high-temperature-tolerant expanded foams, e.g., PMI or PEI. Metal-faced
sandwich structures typically have foam cores, such as PUR and PVC.
1.1.5 Benefits of FMLs Material:
 Tailorable FMLs provide multi-functionality for improved structural
efficiency
 Efficient manufacture of difficult-to-process materials

 Unique combinations of metal/fabric/polymer possible

 Comparative study is essential on the mechanical behaviour of FML’s
based on thermoset and thermoplastics matrices.
 Comparative study required in arrangement and configuration of
constituents within FML’s and their influences on the mechanical
properties.
 Study required under thermal circumstances.
 Specimen with different geometries and boundary condition which
matches with the real world conditions required to study the mechanical
performance.

While a range of potential advantages and applications have been

discussed for FMLs, the primary application to date has been for aircraft
structures, with one potential advantage being the lightning strike protection
(LSP) offered by the improved electrical conductivity. As automotive industry,
construction has moved to composite structures, there has been an increasing
need for such conductive composites. Similarly, with increasing use of
composites for other large structures, e.g. wind turbines, there are an increasing
number of potential applications for lightning strike protection materials. Other
advantages of FML are improved impact and fire resistance.
FMLs also offer some distinct processing and cost advantages.
Comparing the manufacturing process of FMLs with current composites, FML
manufacture employs aluminium moulds where today is large; typically, glass
fibre-reinforced polymer (GFRP) structures often require costly Invar tooling.
Further, FML cure temperatures are much lower than those required for GFRP.
This, in combination with the lower raw material cost and greater automation,
can bring FML applications for primary structures into the cost range of
aluminium, which is at least half that of a composite design.
1.2 COMPOSITE MATERIALS
A hybrid alternate material which is manufactured by using fibers i.e.
Reinforced core material. The fibers are classified into artificial and natural
fibers. Mostly, the artificial fibers are used because of its mechanical behavior.
The reinforcing fibers, which are stronger and stiffer, are dispersed in a
comparatively less strong and stiff matrix material. The reinforcements share
the major load and in some case especially when a composite consists of fiber
reinforcements dispersed in a week matrix .The most common types of
reinforcing fibers include fiber glass, carbon and Aramid. Some of the artificial
fibers are listed below:
1.2.1 Carbon Fibers

Carbon fibers are used for reinforcing certain matrix materials to form
composites. Natural fiber reinforced composites. Carbon fiber composites,
particularly those with polymer matrices, have become the dominant advanced
composite materials for aerospace, automobile, sporting goods and other
applications due to their high strength, high modulus, low density, and
reasonable cost for application requiring high temperature resistance as in the
case of spacecraft’s.
 Fig 1.3 Carbon fiber
1.2.3 Kevlar fibers
Kevlar is a heat-resistant and strong synthetic fiber, related to other
aramids such as Nomex and Technora. Kevlar has many applications, ranging
from bicycle tires and racing sails to bulletproof vests, because of its high
tensile strength-to-weight ratio; by this measure it is five times stronger than
steel. It also is used to make modern marching drumheads that withstand high
impact. It is used for mooring lines and other underwater applications.

Fig 1.4 Kevlar fiber

Aramid fibers are widely used for reinforcing composite materials, often
in combination with carbon fiber and glass fiber. The matrix for high
performance composites is usually epoxy resin.
 CHAPTER 2
LITERATURE REVIEW
Mr.Ravipothina et al. (2015) Experiments testing were conducted on bi
directional woven rowan mat 610 grade fabric Glass/Epoxy laminate with the
Aluminum Alloy composite specimens evaluate the tensile properties and
bending properties It is observed from the result that combine Aluminum Alloy
and E-Glass fiber 3 mm thickness high strength when compare only with
Aluminum Alloy 3mm thickness for the same load, size & shape. In addition,
we have conducted failure analysis for and Aluminum Alloy with E-Glass fiber
to evaluate different failure modes and recorded. Finally we observe, though
combine Aluminum Alloy and E-Glass fiber with have higher strength, stiffness
and load carrying capacity than Aluminum alloy. Hence, it is suggested that
with is preferred for designing of structures like which is more beneficial for
sectors like Aerospace, automotive, marine, space etc.
Ayaskant Harichandan and K.R. Vijaya Kumar (2016) tensile testing
of the FML specimen is done and various properties such as Tensile strength,
Young’s modulus, Maximum load, Yield strength, and Maximum Displacement
are evaluated. Here the parameters such as number of layers and stacking
sequence of the fibers and metals are varied and their effects on the above
properties are studied.
M Chandrasekar et al., (2016) to improve the interfacial adhesion
between the composite and Al ply, various chemical treatments, plasma
treatment and mechanical treatments were used, which lead to significant
increase in the mechanical properties of FML. Thermal residual stress that
occurs because of different coefficient between the composite and metal alloy
can be effectively reduced by thermal expansion clamp and 1% post stretching.
Different types of failure modes under mechanical loads as identified by various
researchers have been reported in this study.
 Mr. Sunil Kumar K.V et al. (2017) Analysis for GFRP and AL+GFRP
is done using ANSYS Software& the result of total deformation is compared, It
is clear that Glass fiber reinforced with Aluminum is much lesser than the
GFRP. The experimentation is done for AL+GFRP which include Tensile,
Compression, and Impact Test in which it is evident that the AL+GFRP is much
better combination of material when compared with GFRP alone, because of the
addition of Aluminum and E-glass fiber which made AL+GFRP material to
enhance its mechanical properties. Thus making more suitable material for the
frontal bumper part for any passenger cars by withstanding greater amount of
impact force during any type of head on collision / accidents.
Chengdong Li et al., (2017) the fiber-metal laminate (FML) materials
are comprehensively reviewed. There are three main types of FMLs with
respect to the fiber choice: ARALL with aramid fibers, CARALL with carbon
fibers and GLARE with glass fibers. Among these three types, the GLARE is
the most commonly used one in the aircraft industries due to the excellent
mechanical properties and low cost. The specimens suggested are a mixed FML
material with glass fiber layers and Kevlar fiber layer. To provide a theoretical
basis, a multiaxial stress-strain analytical model based on classical laminate
theory is proposed to simulate and compare the experimental data. This model
applies in various stress distributions, with different combinations of fiber off-
axis angles and strain rates in different directions.
Monika Ostapiuk et al., (2017) investigated the mechanical properties,
failure, and characteristics of the internal structure of FMLs subjected to 3-point
bending. The mechanism of failure of the internal structure is very complex and
is related with the internal degradation of the composite layers and the plastic
deformation of the FMLs with carbon and glass fibers. One can observe the
same mechanisms of failure irrespective of fiber type and aluminum thickness.
The tested laminates show the following failure modes: fiber breakage, matrix
cracking, fiber/matrix de-bonding, delamination, and failure of the anodic layer.
The anodic layer on aluminum with a 0.5-mm thickness may undergo failure.
One can observe a characteristic de-bonding occurring on the fiber-matrix
interface in the composite layers. A failure mode in the form of delamination
can be observed between the composite layers and the surface of the anodized
metal. The high damage tolerance of carbon fiber in FMLs is mainly due to
their resistance to cracking. Thus, the de-bonding between the fibers and the
epoxy matrix leads to the cracking by delamination. This generates high shear
stresses in the resin-rich layer, which could promote delamination. In addition,
the maximum strain of the fibers affects their maximum flexural stress.
Farid Bahari-Sambran et al., (2018) the effect of Nano clay addition by
1, 3, and 5 wt. % and the influence of the 3 wt.% unmodified Nano clay on the
flexural and impact behavior of basalt fibers/epoxy-aluminum 2024-T3
laminated composites were investigated. The most efficient percentage of
surface modified Nano clay addition on the energy absorption related to the 3
wt. % addition. The energy absorption led to 10% and 12% improvement, as
compared to Nano clay-free and unmodified Nano clay samples, respectively.
Similar findings also confirmed that the destruction area caused by the impact in
the 3 wt. % surface-modified Nano clay sample had the largest destruction area
among all samples.
Nishant Singh Jamwal et al., (2019) FML with pattern performed in a
better way both tensile and impact testing conditions. In addition, the presence
of ceramic at top and bottom behaved successfully on tensile and impact
condition. This could be due to the random oriented fibers placed in the mat
may be transferred the loads effectively. The tool wear is found to be more
while drilling AMA sample due to the aluminum layer present in the outer
layer. In addition, the tool wear affects the geometry of the drilled holes. The
presence of fiber negatively responding on tool wear.
M.S. Santhosh et al., (2019) to study its mechanical properties research
kevlar/basalt/Al 8090 reinforced metal laminates were prepared by hand layup
compression molding. The inverted groove technique and alkaline pre-treatment
of fibers moderately enhances fiber and metal bonding. The fabricated hybrid
sandwich structure is preferably suitable for high strength commercial
automobile applications like floorings, frames and bonnets.
A. M. Mukesh and N. Rajesh Jesudoss Hynes (2019) in this paper
Classification of Fibre Metal Laminates, Mechanical properties, and
Application of FML were discussed. The comparisons of carbon fibre with
other industrial material along with mass density, Tensile strength, specific
strength were discussed. Some applications of FML in Aerospace industries
were also deliberated.
Yizhe Chen et al., (2020) the application status of several common fiber
metal laminates (FMLs) in aircraft structures was given. At present, FMLs are
mainly used as large aircraft structural materials, including aircraft skins, wings
and tails, fairings, cabin floors, upper fuselage panels, and upper wall girders.
The types of FMLs used in the aerospace field are mainly aramid fiber
reinforced aluminum alloy laminates (ARALL) and glass reinforced aluminum
laminates (GLARE).
J. Jerome et al., (2020) examined the mechanical properties of FML
composites (CARALL) with natural/synthetic fibers and aluminum alloy to
determine their ability to be used in the aerospace industry, by considering the
mechanical properties of the existing composite in the industry. It is concluded
that the Carbon fiber Reinforced Aluminum Laminates can be used as materials
in the aerospace industry.
 CHAPTER 3
PROBLEM IDENTIFICATION
3.1 PROBLEM STATEMENT
The previous section describes about the literature collection of fiber
metal laminate (FML) material implementation. For reviewing all literature,
most of the work clears that the alternate composite material is used to reduce
material weight and improve strength with low-density structures. Recent times
the implementation of composite material is increasing to replace existing
metals. In this experiment, the evaluation of material selection for structural
application by using Kevlar fiber material to prepare FML. Because, it has more
bonding integration character and high strength in nature. So, the aluminum
sheet is chosen as skin material, Kevlar fiber chosen for core element.
3.2 OBJECTIVE
The focus of this research is to study and develop the advanced material
of fiber metal laminate (FML) for automobile application of bonnet structure.
 To develop fiber metal laminate (FML) material by using aluminum foil
reinforced with Kevlar fiber.
 To implement alternate material which have less weight and more
stability.
 To propose this FML material for applications of aircraft, marine
construction, automobiles, building structures.
 The FML material should manufacture by hand layup technique.
 The material strength should be tested experimentally.