The application of advanced composite materials, such as graphite/epoxy, has been on the rise for the last four decades. The mechanical advantages, such as their higher specific stiffness and strength as compared to monolithic materials, make them attractive for aerospace and automotive applications. Despite these advantages, composites with brittle fibers have lower ductility and fracture toughness than monolithic materials. One way to increase the fracture toughness of composites is to have a weak fiber-matrix interface that would blunt crack tips by crack deflection into the interface and hence enhance fracture toughness. However, this also reduces the transverse properties of the composite. Therefore, an optimum fiber-matrix interface would be the one that is just weak enough to cause crack deflection into interface. This study investigates the effect of fiber-to-matrix moduli ratio, fiber-volume fraction, fiber orthotropy, and thermal stresses on the possibility of crack deflection. A finite element model is used to analyze a 2-D axisymmetric representative volume element- a three-phase composite cylinder made of fiber, matrix, and composite. A penny shaped crack is assumed in the fiber. To determine whether the crack would deflect into the interface or propagate into the matrix, maximum stresses at the fiber-matrix interface and in the matrix are compared to the interface and matrix strengths. As opposed to most studies in the literature, this study found that fiber-volume fractions do have an impact on crack deflection and this impact increases with large fiber-to-matrix moduli ratios. The presence of orthotropic fiber in the composite increases the possibility of crack deflection with increasing fibervolume fraction in the early and middle stages of the fiber crack growth. The thermal stresses decrease the likelihood of crack deflection when the thermal expansion coefficient of the matrix is larger than that of the fiber.

The strive for lower fuel consumption and downsizing in the automotive industry has led to the use of alternative high performance materials, such as fibre composites. Designing chassis components with composite materials require accurate simulation models in order to capture the behaviour in car crashes. By simplifying the development process of a B-pillar with a new dynamic test method, composite material products could reach the market faster. The setup has to predict a cars side impact crash performance by only testing the B-pillar in a component based environment. The new dynamic test method with more realistic behaviour gives a better estimation of how the B-pillar, and therefore the car, will perform in a full-scale car side impact test. With the new improved tool for the development process, the search for a lighter product with better crash worthiness is done by optimising a steel carbon fibre hybrid structure in the B-pillar. The optimisation includes different carbon fibre materials, composite laminate lay-up and stiffness analysis. By upgrading simulation models with new material and adhesive representation physical prototypes could be built to verify the results. Finally the manufactured steel carbon fibre hybrid B-pillar prototypes were tested in the developed dynamic test method for a comparison to the steel B-pillar. The hybrid B-pillars perform better than the reference steel B-pillar in the dynamic tests also being considerably lighter. As a final result a hybrid B-pillar is developed that will decrease fuel consumption and meet the requirements of any standardized side impact crash test. / Strävan efter lägre bränsleförbrukning och minimalistiskt tänkande inom bilindustrin har lett till användning av alternativa högpresterande material, såsom fiberkompositer. Vid design av chassi-komponenter utav kompositer krävs noggranna simuleringsmodeller för att fånga upp bilens beteende vid en krock. Genom att förenkla utvecklingsprocessen för en B-stolpe med en ny dynamisk testmetod kan produkter bestående av fiberkompositer nå marknaden snabbare. Provuppställningen skall förutse bilens prestanda vid ett sidokrocktest genom att endast testa B-stolpen i en komponentbaserad miljö. Den nya dynamiska testmetoden med ett mer realistiskt beteende skall ge en bättre uppskattning om hur B-stolpen, och därmed bilen, kommer att prestera i ett fullskaligt sidokrocktest. Med utvecklingsprocessens nya förbättrade verktyg kan strävan mot lättare produkter med bättre krocksäkerhet utvecklas genom optimering av en hybrid B-stolpe i stål och kolfiber. Optimeringen innefattar olika kolfibermaterial, laminatvarianter och styvhetsanalyser. Genom att uppgradera simuleringsmodeller med nya material och adhesiva metoder kunde fysiska prototyper tillverkas för att verifiera resultaten. Slutligen testades de tillverkade prototyperna utav stål och kolfiber i den nyutvecklade dynamiska testmetoden för jämförelse mot den ursprungliga stål B-stolpen. Hybrid B-stolparna presterade bättre än referensstolpen utav stål i de dynamiska provningarna och är samtidigt betydligt lättare. Det slutgiltigt resultatet är en utvecklad hybrid B-stolpe som både ger minskad bränsleförbrukningen och uppfyller kraven för ett standardiserat sidokrocktest.