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Road SignBradley Koren

Penn State Erie, The Behrend College

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Road SignBradley Koren

Penn State Erie, The Behrend College

AbstractThe study verified the feasibility and capability of

a blow molded road sign made of PP to replace thetraditional aluminium road signs. The study utilizedPro/Engineer for the design of the sign andproduction mold. The computer software ANSYSproved that the plastic sign met each necessarystructural requirement for road signs.

The final sign resembles a traditional sign, but dueto the nature of blow molding the letters/ images ofthe sign are able to protrude of the surface of thesign. The final sign is lighter, cheap and easier toproduce.

IntroductionA superior design for a blow molded road sign

was created and tested in this study. The new roadsign design is target to replace the current 60.96cm x9I.44cm road signs that are found on American roadscurrently. The driving forces behind the redesign ofthe standard 2 mm thick aluminium signs are cost,weight, and converting a metal product to plastic.Currently metal 60.96cm x 9l.44cm road signs costupwards of $65 and weigh nearly 3.18kg. This leavesmuch room for improvement to be made.

The purposed design will save on cost frommateri al, transportation, and production. The materialcost will be substantially reduced when the switchfrom 2 mm thick aluminium sheet to polypropylene.This is a very substantial competitive edge for theblow molded road sign over the traditional design-Also the density of polypropylene is roughly .9g lcm'to Iglcm3 which is another significant reduction fromaluminium's density of 2.70glcm'. This allows forthe additional volume of material in the purposedroad sign design to be used while maintaining a

favourable weight difference. Furthermore the partdesign inherently lends itself to decoration due to theraised letterl images that can be produced with blowmolding. With all of these purposes in mind theselected material for this design is Vylene Ext Pt-bm-015 made avallable by Lavergne Group.

The design was created in Pro/Engineer, and fromthat design a mold was fabricated for production ofthe road sign. Also the part design was tested inANSYS for structural integrity based on deflectionsunder specified loading conditions. Being that noprototypes were produced for this study ANSYS wasthe best means for structural analvsis available.

Statement of Theory and DefinitionsRoad signs are used to inform drivers of hazards,

speed limits, and other traffic laws. Today road signsare produced from aluminium. Certain specificationsfor these road signs are created by the Manual onUniform Traffic Control Devices (MUTCD). Thismakes sure road signs are recognizable all over thecountry by motorist.

Design goals for this product include weightreduction, cost saving, load to withstand, chemicalexposure, heat exposure, and life expectancy. Theblow mc;cflnd sign made out of polypropylene willweigh 2.'2'i0 kilograms compared to the 3.178kilogram aluminium sign. This weight reduction cutsmaterial and shipping costs. By saving material thecost for the blow molded product is cheaper than thealuninium sign. The cost for an aluminium road signis 64 dollars compared to the 13 dollar blow moldedsign. This can cut down costs for contractors andother departments of transportation. The load chosenfor this biow molded sign was based on 88 kilometersper hour (kph) winds which equates to 344 Newton'sper square meter (Pa). The polypropylene sign onlydeflected 0.415 centimeters. This deflection equatesto .54 percent strain onto the blow molded sign. Thisdoes not exceed the suggested strain limits of .72percent for PP.

Sorne chemicals that potentially could be exposedto the blow molded sign would be precipitati*n, oils,and gases. Acid rain has a ph level around five whichmakes it a slightly acidic liquid. As said byAshenden,"sulphur dioxide and nitrogen oxides arethe main pollutant gases responsible for increasingacidity of rainfall" tll. The guide to the effect ofchemical ,'*nvironments on plastics states thatpolypropili,,*. will see no affect from this slightlyacidic liquid. If a motor vehicle would happen tosomehow spl atter a sign with oil or gases this will notbe a problem. This is due to polypropylene's goodchemicai resistance against oils and gases t2l. Due tosigns being used all around the world the temperaturerange for the blow molded sign varies considerably.Temperatures range from -40oC to 7 5"C wherechosen to induce the most stress on the blow moldedsign. Tire only disadvantage compared to thealuminiurn sign is the life expectancy. Aiuminiumsigns are rated for a ten year life expeetancy whilethe polypropylene sign's life expectancy is only twoto three years. The life expectancy is only two tothree years due to ultraviolet rays (UV) fro,n the sunwill eventually degrade the material. I ht r laterialdegrades the sign will fade and lcsu i lective



properties. Reflective properties are needed to passgovernment and department of transportationregulations. This degrading can be slowed by addingUV stabilizers and paint to the polypropylene sign.

Competitors for the polypropylene blow moldedsign include the original aluminium sign. Gainingacceptand\ into new market venues usually isdifficult, 4nd will be the greatest obstacle toovprco m9/ in order to sell the new sign. Alsoeledtronic roadside message boards are an alternativeproduct to the new blow molded road sign, but theyare very expensive. Usually message boards are onlynecessary when instructions to drivers are verylengthy. This subtle difference makes the blowmolded road sign only a slight competitor with themessage boards.

Extrusion blow molding will be the process used

to create the blow molded sign. Extrusion blowmolding uses an extruder to melt pellets which are

feed to a die and mandrel. The die and mandrel create

a hollow tube of plastic called a parison. As thisparison descends it is clamped onto by two moldhalves. As the mold halves close the material ispinched off so air can be introduced into the parison.Blow pins and blow needles are used to introduce theair into the parison. The air pressure allows theparison to come in contact and take shape of themold. The cold mold walls cool the part for ejection

t3lToday road signs are produced from 2 mm

aluminium. A film sheet for silt screening is cut tothe specifications of the government to create thesigns logo. The aluminium sheets are cut to theproper dimensions using a computer aided drafted(CAD) plasma cutter. A punch press rounds thecorners and a drill creates the bolt holes. A chemicalbath removes oils and grease from the aluminiumsheet. Also the aluminium sheet undergoes an acidbath to reinforce weathering properties. Silt screeningpaints a reflective coat onto the aluminium sign forthe final product [4].

The blow molded sign will use Vylene ext pt-bm-015 a blow molded polypropylene copolymer withtalc filler. Also a UV stabilizer is used for prolongedexposure to the outdoors. Some key advantagesobtained with this material are as follows. Gooddimensional stability, good impact resistance, goodprocessing characteristics, good stiffiress, and goodUV resistance t5l.

Design ValidationThe blow molded road sign has to meet

substantial requirements in order to be worthpursuing. It will not be feasible to replace thetraditional metal signs if these specifications are notmet; withstand 88kph winds without deflecting I cm,endure impacts of 50N without failure, maintain

a

iii {,1

government requirements for optical properties,weigh less than or equal to 2.270 kg, cost less thanwhat is used today, resist all the chemicals forementioned (acid rain, oils, and gases) for 3 years,withstand temperatures from -4U C to 7 S C, and havea life expectancy of 3 years.

It is possible prove all of the structuralrequirements with the use of ANSYS. Also a roughestimate of price can be obtained through materialcosts and standard mold prices. Many properties ofPP fuIfil the requirements of the sign. Things likechemical resistance and temperature come from theuse of PP and will not pose an issue to the blowmolded road sign. The optical properties of the signwill require a protofype to be made to dccurately testthe design. Furthermore accelerated weatheringtectrniques can be" utilized to simulate long termweather of the signs.

Design ProcedureSpeed limit signs follow a simple design and a

commonly used sign on the road today. The part isassumed to have uniform wall thickness, but note thatduring prl'Cuction certain areas will be thicker orthinner ciue to varying blow ratios. The letteringcould be made having it either recessed into orprotruding out of the part sign face. Having thelettering protruding out of the sign face provides anoptical advantage over recessing letters. Also havingthe numbers protruding out of the sign face will helpfacilitate in the decoration of the letters/ images ofeach sign. This will greatly reduce the amount ofeffort necessary to decorate two tone road signs.

The part surfaces have been drafted two degrees toensure that ejection of the part will not be an issue.Another aspect that could pose an issue if notaddressed is the blow ratio of the part. If an ovalizeddie and diverging mandrel were used whichresembled the sketch found in Figure I it would bepossible ta reduce the blow ratio to 2:i . A 2.1 blowratio is well within suggest blow ratios for parts madewith extrusion blow molding and would provide forrepeatable part quality.

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Figure 1

If interchangeable inserts were used to make theletters/ images, it would be possible to produce thesame overall size sign with different messages.Having the interchangeable inserts will reduce theamount of molds needed for producing the gamut ofroad signs found on today's roads.

When the part was finished a few differentiterations where done in ANSYS. Test settings



where based off of 88 kph winds and a 344 Pa forcethat would be seen by a bird. The first iteration wasdone with no lettering. This was done to understandhow the lettering affected the results of the partperformance. The first iteration was with no rounds atthe intersection of the letters and numbers to thewalls. The test showed large stress concentrations atthe intersections where the numbers and letters metthe wall. When the rounds were added in the nextiteration it decreased the stress concentration in thoseareas. The last iteration was done with differentlettering to see how it influenced the results.Changing the lettering and numbers did affect theresults, but not enough to cause a concern in part'sstructu'ut ofHffition

of DesignThe speed limit sign that is to be extrusion blow

molded has the same overall dimensions as thecurrent signs except for it is 2.54 centimeters thick.The color of the signs can be matched to what theycurrently are, and due to the letters/ images beingraised they will be far easier to decorate. Themounting of the sign to the pole would be the same as

what is currently used and would not be a problemstructurally for the sign. The only problem that couldbe foreseen is the use of reflective vinyl graphics. Toobtain the necessary reflective properties in the newroad sign design it might be insufficient to use paint.An alternative to paint would be the use of a vinyldecal, but this would cause an increase in productioncost. Also this would negate most of the benefit ofraising the letters off of the sign face.

The loads considered for the structural analysis ofthe road sign were 344.7 Pa as well as the 50Nimpact. These loads could be experienced from88kph winds and the impact of a bird, respectively. Ifthe part was to be produced results may vary from theANSYS simulation results, and this is only a usefultool for estimating performance. To achieve accurateresults from ANSYS a fine mesh needed to begenerated which can be seen in Figure 1. The meshhad 100263 elements and 214003 nodes. These

statistics where generated using a .00635 m elementsize and proved to be detailed enough to provideaccurate results for this studv.

Figure 2

Extrusion blow molding has many assumptions madesuch as the materials viscosity down the parison as

well as its thickness down the parison. Thisassumption that the viscosity and wall thicknessdown the parison is uniform can cause botti an overand under prediction of the parts strength. This isdue to wall thickness playing a large role in the partsstrength. If the parts wall thickness is ihinner thanwhat is assumed part failure will occur early thanpredicted and vice versa.

Many iterations where made on the parts designand each iteration sought after improved results orpart attributes. The weight of a current road sign is3.178 kg and the final design weighed 2.270k9. Thisweight loss will help save money in assembly of theroad sign since it will be easier to handle. Also athinner pcs$ can be used to erect the sign. The frstiteration was done with a blank design to helpestimate the wall thickness needed to achieve thedesired weight. The boundary conditions and totaldeformation results can be seen in Figure 1 andFigure 2. The results seen from this iteration showeda likely hood that this process of producing roadsigns using extrusion blow molding could possibly bedone.

Figure 3



Figu re 4

The next iteration was done with lettering andassumed wall thickness of 0.3 I 8 cm. Decreasing thewall thickness by a quarter of what it was in the firstiteration gave the part a similar weight of what isused now. The results that where provided byANSYS showed that the sign would pass 88kphwinds with a deformation of 2.25 cm. The resultsand boundary conditions can be seen in Figure 4 and

Figure 5. The weight however was not at the desiredpoint so an additional iteration was made to achievethe weight desired"

Figure 5

Figure 5

The last iteration achieved the target weight of2.270 kg and passed with a 50N force and winds of88kph. The total deformation due to wind forces was.0041m and from the 50N force .0081m. The wallthickness needed to achieve the weight and havethese results was assumed to be at 0.254cm. Theresults and boundary conditions of both of these tests

can be seen in Figure 6, Figure 7, Figure 8, and

Figure 9.

Figure 9

i ... ...

Figure 10

ConclusionThe plastics industry has become an ever

expanding and popular way to improve existingdesigns and save money. Metal products arecontinuously being changed to plastic to savc moneyon material and the added benefit of weightreduction. The aluminium road sign weighirrg 3 .178kilograms is nearly an entire kilogram rr:or€ than theblow molded polypropylene sign weighing 2.270kilograms. This reduced weight wiri 1

.i vide a

Figu re 7

Figune 8



significant advantage when it comes to shipping,handling, and installation of the product. Thegreatest and most significant advantage to switchingfrom aluminium to polypropylene is material cost.Aluminium road signs normally cost around 64dollars where as the predicted cost for a

polypropylene sign is nearly five times less at 13

dollars. This price reduction potentially can have a

huge impact across the board for the Department ofTransportation letting them use this money for theincreasingly deteriorating roads in America. Theresults shown from the ANSYS work shows thatusing this lighter, cheaper and environmentallyfriendly design can maintain the integrity of the roadsign as well as inform the driver of what lies ahead.The money saved from using this road sign can be

used in many more places in which it is needed.

Future WorkPrototyping this product would be fairly simple

and could be made through wooden twin sheet

thermoforming. This would help in determining howthe product will be fastened to the pole and anchoredinto the ground. Before production begins furtheriterations of the design should be done to optimizethe structural performance and amount of materialused in this sign. Special attention should be used toensure that the sign can meet reflective and opticalrequirements for road signs.

More research into the government requirementsof road signs should be done and the design shouldbe altered to set a new standard and become a marketleader. As state previously once production of thisproduct is able to start ovalized diverging tooling can

be created and an aluminium mold that has steel

inserts around the pinch off area can be created.

AcknowledgementsThanks go out to Mr. Jonathan Meckley for his aid

and expertise in refining this design. Also thanks goout to Mr. Justin Johnson, Mr Alan Felmlee, and Mr.Sean Boggio for their input and suggestionsthroughout this design process.

References

tl] T.V'/. Ashenden and J"H"

Williams,"Differences in the SpectralCharucteristics Birch Canopies Exposed toSimulated Acid Rain," New PhytologistTrust, vol. 109, No.1, p.79-84 (May 1988).

[Online]. Available. j stor.http ://wwwj stor.org. [Accessed March15,201 1l

l2lV. Shah, Handbook of Plastics Testingand Failure Analvsis: 3'd Edition. Hoboken.

NJ: John Wiley & Sons Inc., pp. 562-563(2007)

[3] A.Brent strong, Plastics materials andProcessing. upper Saddle River, NewJersey: Pearson, pp 503, (2006)

l4l Bridget K. Hall, "Sign Shop PracticesManu dI," Made How,Avaliable.http : //www. madehow. c om/V o Lume - 2fRo ad:Sign.htn:rl " 13 I 15 11 1 l.[5] Ides, "The Plastics Web," (Dec 22,2008). fOnline]. Available:http : l/pro sp e c tor. i de s . com/D ataV i ew. aspx ? E:5 8 126



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Frospector - VYLENE EXT PT-BM-015

VYLENE EXT PT-BM-015Polypropylene GopolymerTalc Filler, 15%Lavergne Group Web

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Product DescriptionVylene EXT PT-BM-015, blow molding grade, 15Vo talc filled, 260 Kpsi flexural modulus polypropylene copolymer, UVstabilized for long outdoor exposure has an excellent balance of dimensional stability, stiffness, and impact resistance.

GeneralMaterial Status . Commercial: Active

Availability North America

Filler / Reinforcement Tafc Filler, 15% Filler by Weight

Additive UV Stabilizer

Features CopolymerGood Dimensional Stability

Good lmpact ResistanceGood Processability

. Good Stiffness

. Good UV Resistance

Uses Outdoor Applications Structural Parts Swimming Pools

Forms . Pellets

Processing Method Blow Molding

Physical Nominal Value Unit Test Method

Specific Gravity 1.01 ASTM D792

Melt Mass-Flow Rate (MFR) (230"C 12.16kg)

0.80 g/10 min ASTM D1238

Ash Content 15%Mechanical Nominal Value Unit Test Method

Tensile Strength (Yield) 3630 psi ASTM D638

Flexural Modulus 260000 psi ASTM D79O

lmpact Nominal Value Unit Test Method

Notched lzod lmpact 15 ft'lb/in ASTM D256

Gardner lmpact (-22"F) 40.0 in'lb ASTM D5420

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#:tffiiHSCopyright O 2011 IDES - The Plastics [email protected] information presented on this datasheet was acquired byIDES from the producer of the material. IDES makessubstantial efforts to assure the accuracy of this data.However, IDES assumes no responsibility for the data valuesand strongly encourages that upon final material selection,data points are validated with the material supplier.

Revision HistoryAdded to Prospector: June, 2002Last Updated: 1 U2212008

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