-22b9b34417bc6092a74-6d74 20210924011622049 beie:beie director@blueeyesintelligence.org WEB-FORM International Journal of Recent Technology and Engineering (IJRTE) IJRTE 22773878 10.35940/ijrte.2277-3878 https://www.ijrte.org/ 09 30 2021 10 3 10.35940/ijrte.10.3 https://www.ijrte.org/download/volume-10-issue-3/ Department of Mechanical Engineering, Sinhgad College of Engineering, Pune (Maharashtra), India. Pranali Yogesh Kajale Composites have proved their usefulness in the automotive industry during recent years. Many automobile companies use them in different parts to reduce weight without hampering strength. In a composite material, Lay-up sequence and orientation highly affects the properties of the laminate. Therefore, it is important to perform design optimization on a component to achieve high strength in minimum weight. This paper deals with the optimization of lay-up for composite Racing Seat using finite element analysis. Different lay-up sequences for laminates including, cross-ply [0/90]n, angle-ply [±α]n, and [0/90/±α]n are analysed. The lay-up sequence, orientation and ply number are optimized using composite material carbon fibre/Epoxy. Driver’s ergonomics and impact sustainability are considered constraints for weight optimization. Driver’s ergonomics were based on 95th percentile male and 5th percentile female rule. Force analysis is performed on the seat according to SFI 39.2 to evaluate the strength requirement. Finite element analysis of composite racing seat is performed via commercial finite element code ANSYS and using the capabilities of ANSYS Composite PrepPost (ACP) to form desired composite lay-up. A finite element code is based on classical lamination theory; including Puck’s failure criterion for first-ply failure. The seat is divided into three portions with a different number of layers considering the values and specific nature of acting forces; which resulted in different thicknesses in different regions. The optimization results show that for all the angles of Angle-ply laminate considered, Angle-ply laminates with an angle of 45⁰ provides a more optimum design. The minimum weight obtained is 10.15 kg. 09 30 2021 157 163 CC BY-NC-ND 4.0 10.35940/BEIESP.CrossMarkPolicy www.ijrte.org true 10.35940/ijrte.C6453.0910321 https://www.ijrte.org/wp-content/uploads/papers/v10i3/C64530910321.pdf Department of Computer Science, Engineering, Miyazaki University, Miyazaki, Japan. Kodai Miyamoto Taketo Kamasaka Department of Computer Science, Engineering, Miyazaki University, Miyazaki, Japan. Makoto Sakamoto Department of Computer Science, Engineering, Miyazaki University, Miyazaki, Japan. Tsunehiro Yoshinaga Department of Computer Science and Electronics Engineering, Tokuyama College of Technology, Yamaguchi, Japan. Traffic congestion has become a serious social problem in Japan. In particular, traffic congestion causes enormous time and economic losses on expressways, which are intended to facilitate smooth traffic flow. It also causes environmental problems and a decrease in logistics efficiency, so efforts to eliminate or reduce traffic congestion are essential. The elimination and mitigation of traffic congestion on highways is a factor in reducing traffic accidents and fatalities. In recent years, with the improvement of computing capabilities, research on traffic congestion reduction and mitigation has been conducted using traffic simulation. Traffic simulation allows us to reproduce and evaluate traffic phenomena that occur on roads on a computer. The Kakuto Tunnel is located on the border between Ebino City in Miyazaki Prefecture and Hitoyoshi City in Kumamoto Prefecture. The Kakuto Tunnel has insufficient traffic capacity and is frequently congested on holidays. In this study, we created a traffic simulator assuming the Kakuto Tunnel. In the simulation, we examined the effectiveness of increasing the number of lanes as a method of reducing traffic congestion. 09 30 2021 164 169 CC BY-NC-ND 4.0 10.35940/BEIESP.CrossMarkPolicy www.ijrte.org true 10.35940/ijrte.C6462.0910321 https://www.ijrte.org/wp-content/uploads/papers/v10i3/C64620910321.pdf Assistant Professor, Department of Civil Engineering, Bhusanayana Mukundadas Sreenivasaiah College of Engineering, Bengaluru, (Karnataka), India. Anusha T M Sharath Kumar M D Department of Civil Engineering, Bhusanayana Mukundadas Sreenivasaiah College of Engineering, Bengaluru, (Karnataka), India. Dr. H S Jagadeesh Professor, Department of Civil Engineering, Bhusanayana Mukundadas Sreenivasaiah College of Engineering, Bengaluru, (Karnataka) India. SMA is a gap graded mix composed of a high concentration of coarse aggregate that is held together in a thick asphalt film by a matrix of mineral filler and stabilizers. Since natural aggregates have become expensive, hence Reclaimed Asphalt Pavement (RAP) can be reused in pavement construction to reduce the environmental hazardous due to disposal problems. Since the RAP contains used aggregates, it is highly prone to fatigue, thermal and reflective cracking effect. Rheological and chemical properties of aged bitumen in RAP can be enhanced by use of untreated waste oils such as waste engine oil as rejuvenators. This research presents a study on fatigue performance of SMA mix with Reclaimed Asphalt Pavement (RAP) materials with and without rejuvenators and results were compared with conventional SMA mix. The materials used were first characterized by common laboratory tests. Then the three SMA mixes are tested using several laboratory test procedures: Marshall Stability, indirect tensile strength, moisture susceptibility, and indirect tension fatigue test. The optimum proportions of the of the mixes with highest stability are selected from the Marshall stability test. The indirect tensile strength test results show that the SMA mix replaced with RAP without rejuvenators showed higher tensile strength ratio and resistance to moisture damage when compared to conventional mix and optimum RAP replacement mix with rejuvenators. The fatigue test was conducted for the three optimum mixes at different temperature and stresses. The fatigue test results showed that at lower temperature and stresses, the RAP replaced SMA without rejuvenator offered better fatigue resistance than those with rejuvenator and conventional SMA mix. At higher temperatures, the RAP replaced SMA mix with rejuvenator offered similar fatigue lifecycle as conventional mix. However, at high stresses, conventional SMA mix offered better fatigue lifecycle. Increase in failure stresses resulted in decrease of number of fatigue cycles and increased in initial tensile strain of the mix. Thus, with the use of RAP substantial decrease in cost can be achieved without compromising the fatigue characteristic of the SMA mix. 09 30 2021 170 183 CC BY-NC-ND 4.0 10.35940/BEIESP.CrossMarkPolicy www.ijrte.org true 10.35940/ijrte.C6470.0910321 https://www.ijrte.org/wp-content/uploads/papers/v10i3/C64700910321.pdf