TYPE 4 COMPOSITE CNG/H2 CYLINDER Project report

 TYPE 4 COMPOSITE CNG/H2 CYLINDER Project report is available on a competitive pricing-Moving Toward a user friendly and a safer environment.

This report has covered the following topics:
■An overview landscape of the market
■Global Natural Gas Vehicles (NGVs) market
■ Latest technological advancements in Type 3/4 COMPOSITE CNG Cylinder market
■ Merger & Acquisition 
■ Major players share
■ Investment structure
■ Standards
■ costing and certification
■ Automotive Type 4 CNG/H2 Composite cylinder market in India and the rest of the world
■ Bulk transportation Type 4 CNG Composite cylinder market in India and the rest of the world
■ Swot analysis
■ The durability of the Type 4 Composite CNG cylinder
■ Initial Project cost to set up CNG/H2 manufacturing line
■ Strategic Model followed by the KEY PLAYERS
■ Economic efficiency & safety, 
■ The Future Trends in Composite CNG/HYDROGEN Cylinder market

Interested companies/Professionals do write to me at rosaram211@gmail.com to get more information on the PRICING of the report.

Gruntech Polymer Consultants offers consulting services for composite LPG/CNG/H2 cylinder design,manufacturing,Training,Testing and Government approvals.

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Failure analysis on a safety clip

 Today's Knowledge Share:

I completed a failure analysis on a safety clip, which had failed an impact test at -30 °C. The parts are specified to be able to withstand the cold temperature impact test, and the failures were of serious concern due to potential safety issues. The parts were injection molded from an unfilled, impact modified nylon 6/6 resin.

The fractographic examination indicated that the cracking was initiated through a brittle fracture mechanism, characterized by a relatively high crack propagation rate, and a significant amount of driving energy. In particular, this was characterized by the presence of stepwise-cracking associated with crack bifurcation, as well as secondary cracking. Additionally, the fracture surface within the origin zone showed a very smooth morphology, without micro ductility. The observed features were indicative of a high level of energy within the fracture as it propagated from the origin. The fracture surface characteristics were consistent with the application of a high strain rate impact load, in agreement with the described testing that precipitated the cracking. Specifically, the observed features were indicative of brittle fracture associated with stresses that exceeded the short-term strength of the material through a high strain rate impact mechanism. 

Remote to the crack initiation zone, the fracture surface morphology was significantly different. Outside the crack origin, hackle marks and river markings were evident, indicative of rapid crack extension. With increasing distance from the crack origin, a relative increase in the level of micro ductility was apparent in the form of an overlapping morphology and stretching and deformation. This was important, as it indicated that the material was not inherently brittle.

This fracture surface presented classic features, illustrating how the crack features can change as the crack propagates.

Source:Jeffrey A Jansen

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The usage of composite materials on the Boeing 787 Dreamliner project:

 Today's knowledge share:

The usage of composite materials on the Boeing 787 Dreamliner project

The Boeing 787 makes greater use of composite materials in its airframe and primary structure than any previous Boeing commercial airplane. Undertaking the design process without preconceived ideas enabled Boeing engineers to specify the optimum material for specific applications throughout the airframe. 

The result is an airframe comprising nearly half carbon fiber reinforced plastic and other composites. This approach offers weight savings on average of 20 percent compared to more conventional aluminum designs. Without preconceived ideas, Boeing engineers were able to specify the optimum material for specific applications throughout the airframe. The result couldn't be different: the 787 is 50% composites by weight and by 80% volume with each aircraft containing approximately 32,000 kg of CFRP composites. 

Selecting the optimum material for a specific application meant analyzing every area of the airframe to determine the best material, given the operating environment and loads that a component experiences over the life of the airframe. For example, aluminum is sensitive to tension loads but handles compression very well. On the other hand, composites are not as efficient in dealing with compression loads but are excellent at handling tension. The expanded use of composites, especially in the highly tension-loaded environment of the fuselage, greatly reduces maintenance due to fatigue when compared with an aluminum structure. This type of analysis has resulted in an increased use of titanium as well. 

In addition to lowering the overall airplane weight, moving to a composite primary structure promises to reduce both the scheduled and nonroutine maintenance burden on the airlines. In total, the reduced risk of corrosion and fatigue associated with composites combined with the composite repair techniques described will lower overall maintenance costs and maximize airline revenue by keeping airplanes flying as much as possible! 

Source:Managing Composites