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![Simulation of the impact damage on composite laminate (ABAQUS) [38]](profile/Bosko-Rasuo/publication/285948417/figure/fig2/AS:661884151799810@1534816887451/Simulation-of-the-impact-damage-on-composite-laminate-ABAQUS-38.png)
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Laminated composites have an important application in modern aeronautical structures. They have extraordinary properties, like high strength, stiffness and lightweight. Nevertheless, a serious obstacle to more widespread use of those materials is their sensitivity to impact loads. As a consequence of that, impact damage initiation and growth are ap...
Context in source publication
Context 1
... Fig. 5 simulation of the spherical ball impact on laminate plate is presented. The figure clearly demonstrates distribution of impact damages on plate. This model was created and analysed in commercial software ABAQUS. The impact may generate unseen material failure in the form of fibre breakage or matrix cracking that radiates through the ...
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![Figure 7.2 Types of impact damage in the fiber-reinforced laminates [10].](profile/Bosko-Rasuo/publication/325024206/figure/fig2/AS:661942020624384@1534830684318/Types-of-impact-damage-in-the-fiber-reinforced-laminates-10_Q320.jpg)
![Figure 7.3 The failure process in composite laminate [9].](profile/Bosko-Rasuo/publication/325024206/figure/fig3/AS:661942020624385@1534830684373/The-failure-process-in-composite-laminate-9_Q320.jpg)
![Figure 7.4 Micrographic matrix cracking in multidirectional laminate [20].](profile/Bosko-Rasuo/publication/325024206/figure/fig4/AS:661942020612096@1534830684402/Micrographic-matrix-cracking-in-multidirectional-laminate-20_Q320.jpg)
![Figure 7.8 Ballistic damage of helicopter's windshield [13].](profile/Bosko-Rasuo/publication/325024206/figure/fig5/AS:661942020616204@1534830684435/Ballistic-damage-of-helicopters-windshield-13_Q320.jpg)
Citations
... To accurately model the impact behavior of carbon fabric composite laminates in DYNA3D using energybased damage mechanics, it is necessary to compare with experimental data at the coupon level [7]. Creating appropriate laws to represent the failure of composite laminates and material models with finite element codes for an impact event can greatly aid in designing specific structures [8]. The damage initiation of composite laminates was modeled in Abaqus/Explicit, using the three-dimensional Hashin failure criterion [9]. ...
... Barely visible impact damage (BVID) usually arises from dropping of tools and low speed flying foreign object debris impacted on carbon fibre reinforced epoxy (CFRP) laminates [1][2][3] . Early attention to BVID on CFRP laminates is important because the different failure modes (see Figure 1) could affect the capability of the laminate to take up stress when it is under compression or bending [4][5][6][7] . ...
Background Carbon fiber reinforced epoxy (CFRP) is susceptible to impact damage which could resulted in reduction of the mechanical properties. This paper studies the architecture of barely visible impact damage (BVID) to comprehend the extent of damage on quasi-isotropic CFRP laminates of varying thickness (i.e. 16, 24 and 32-ply laminates of 3, 4 and 5 mm respectively). Methods Quasi-static indentation is chosen to produce BVID on CFRP laminates, followed by using non-destruction evaluation method, namely conventional contact-type ultrasonic testing (UT) and C-mode scanning acoustic microscopy (C-SAM) method. Results The findings revealed (1) the size and shapes of the BVID on CFRP laminates, (2) no damage was found at the center of the impact point, and (3) the bridging between the point of impact to the outer damaged diameter due to the consequence of diverse orientation of carbon fiber strips which exhibit excellent mechanical properties before structural failure. Conclusions The results concluded that the UT and C-SAM method can identify both the pristine region and the internal damaged structures in CFRP laminates.
... The usage and application levels of composites in the main structures have become important indicators to measure the performance of advanced aircraft. Laminate is one of the most common application structures of composites in aircraft [9,10]. Many studies were conducted on the laminated composites applied in aircraft, including impact damage tolerance [11][12][13], fatigue characteristics [14], and structural vibratory performances [15,16]. ...
Woven lattice truss sandwich panel (WLTSP) has excellent debonding resistance, but is limited to the weak core shear performance. To relax the limit of mono-layer thickness and improve the shear rigidity, foam-filled double-layered WLTSPs (FDWLTSPs) were designed and manufactured by vacuum infusion process (VIP), hot-pressing technology (HPT) and filling-foam technique. Flatwise compression and edgewise compression experiments were performed to reveal the composite effects of multi-layered and filling-foam techniques on the mechanical performances of WLTSP. The results show that the strength, stiffness, and energy absorption of FDWLTSPs are significantly improved. The flatwise compression strength of FDWLTSPs is 5.03 MPa, increased by 403%. The edgewise compression strengths of FDWLTSPs with warp-warp, weft-warp, and weft-weft core arrangements, are 21.97 MPa, 24.1 MPa, and 25.63 MPa, increased by 310%, 283%, and 165%, respectively. The failure patterns of coupling of core compression and shear in flatwise compression and those of buckling and face fracture in edgewise compression were revealed.
... 1, 2 However, a great weakness of carbon fibre-reinforced composites is that they are generally vulnerable to out-of-plane impact loading, due to the lack of through-thickness reinforcement. 3 In particular, Barely Visible Impact Damage (BVID) can be created by out-of-plane impact loading and contributes to losses of stiffness and strength in CFRP laminates. 4 With the brittle nature of carbon fibre and polymer matrix, opposite to conventional metallic materials, 5 CFRP composites have the ability to elastically recover to their original states. If there are no visible external damages, such as local permanent dent, surface matrix cracks, and splitting between fibres, impact damages remain undetectable. ...
... However, the anisotropy and brittleness of CFRP often lead to linear elastic deformation before fracture, resulting in more sensitivity to impact damage. Consequently, the initiation and growth of cracks after impact induce intralaminar and interlaminar failure as the main forms of failure in CFRP [9]. Therefore, realizing the full performance potential of composite structures is still challenging for practical applications [10]. ...
In this study, the structural regularity of staggered and overlapped aragonite tiles in nacre was used to design novel carbon/epoxy composite tubes with improved energy absorption behaviors. Dynamic drop hammer impact tests were performed on both continuous square tubes (QC) and nacre-inspired composite (QD) tubes under different impact energies. The data suggested that impact energy of 1059.63 J resulted in an average crushed length of 49.87 mm for QC tubes and 37.86 mm for QD tubes, equivalent to 24% reduction. Moreover, the specific energy absorption (SEA) of QD tubes was about 36% higher than that of QC tubes. The fractographic analyses of the QD tubes revealed that the improved energy absorption performances were attributed to the crack deflection and parallel propagation of multiple cracks during the crushing process. These findings look promising for the design and fabrication of future passive security devices with advanced properties.
... Nevertheless, composite material structures are sensitive to impact loads. Rasuo et al. [5][6][7] discussed the importance of damage modeling, evaluating survivability, and damage tolerance of the laminates by testing the CFRP materials in full-scale aerospace applications. By employing specialized software, damage parameters in laminate aircraft structures were predicted and determined. ...
... Quadratic nominal stress criterion [49] is employed to predict the damage initiation of cohesive elements. The formula of quadratic nominal stress criterion can be expressed as [7]: ...
In this paper, the bearing capacity of the compressed stiffened composite panel with I and T stringer section is detailly-investigated. The finite element simulation is employed to simulate an instability path of the structures with different factors for a series of 54 models. Moreover, the accuracy of the simulation model is verified by the strain assurance criterion (SAC). An engineering approach is proposed to establish constitutive equations and predict the buckling load. The values calculated by analytical solution and finite element simulation are compared with the experimental ones. The results confirm the accuracy of analytical methods. Furthermore, the effect of various cross-section geometries of stringers on the bearing capacity of the composite stiffened panel is investigated. A reasonable distance between stringers is six times the effective skin width. The recommended area ratio δ between the stringer and skin is recommended 3.5:6.5 or 5:5. This study presents a method for designing an optimal stringer and promotes the composite stiffened panel structure’s application in civil aviation aircraft.
... Delamination defects are very common in composite materials [40] (see Figure 3(c)). Composite laminates are degummed between layers, causing cracks and forming thin large gaps. ...
... (b) The interface part of the sample is debonding [31]. (c) Section of delamination defect [40]. (d) Pore defects of fabric CFRP [43]. ...
Composite materials have been extensively used in different fields due to their excellent properties, among which carbon fiber-reinforced polymer (CFRP) is the representative. Especially in high-precision fields, such as aerospace, CFRP has become the main structural material for some core components instead of metal. The particularity of such materials and their components in terms of structure, material properties, and required detection conditions puts forward more stringent and targeted detection requirements for detection technology. Ultrasonic testing technology as one of the important means of composite defect detection, which is derived from advanced nondestructive testing (NDT), has also been a rapid development. The propagation behavior and variation of ultrasonic waves in CFRP composites can reveal defects and damages in CFRP composites. Moreover, by constructing reasonable defect identification technology and detection technology, not only the qualitative and quantitative positioning analysis of defects and damages in CFRP composites can be realized but also the automatic, visual and intelligent NDT, and evaluation of CFRP composites can be realized. This paper mainly reviews the innovative nondestructive ultrasonic testing technology for CFRP composites and briefly introduces the research progress and application of this technology in CFRP defect detection. Finally, advanced nondestructive ultrasonic testing technology is summarized, and the problems and development direction of this kind of testing technology are put forward.
... Therefore, the possibility can only be estimated. The results ( less than 5%) obtained by investigating the vibration characteristics, structural damping and fatigue characteristics of extremely low levels, all point to the low-level vulnerability of composite laminates to damage [12]. Due to the anisotropy of composite laminates and the inhomogeneity of stress distribution under dynamic load, the failure process of composite laminates is very complex. ...
The mechanical response of CFRP laminates under low-velocity oblique impact was investigated using finite element simulation and experimental test in this paper. Based on the 3D Hashin failure criterion, bilinear cohesive constitutive model and progressive failure theory, a finite element model of CFRP laminate with hemispherical cylindrical impactor under low-velocity oblique impact was established, by using finite element simulation software ABAQUS. A clamp for multi-angle impact was designed and manufactured. A low-velocity oblique test platform was built based on the clamp. Several groups of experiments with different impact angles and impact energy were carried out. It was found that the damage morphology and energy absorption caused by normal impact and oblique impact is quite different. For normal impact, the main damage mode on the front of the laminate is indentation, while for oblique impact, the main damage mode on the front surface is scratch due to the sliding of the impactor on the laminate. The damage caused by normal impact on the back of the laminate is always more significant than that caused by oblique impact. The simulation results of the contact force and the residual velocity of impactor are compared with the experimental results, and the good agreement verifies the reliability of the simulation model. The mechanical response is studied by simulation, and it is found that the mechanism of normal impact is different from that of oblique impact. The contact force and residual kinetic energy of the impactor decrease with the increase of impact angle, while the contact time and the energy consumed by friction increase are the opposite. The energy absorbed by the laminate is not negatively related to the impact angle.
... In another study, the same authors concluded that despite having significantly different damage contours during bird impacts, composite materials reinforced with same fibers have minor effects on the bird deformation [17]. A brief overview of the composite damage modeling during bird impacts can be found in the literature [18,19]. Taking consideration of the temperature, a study on heated fiber glare laminate suggests that thermal conditioning at 85 • for 45 min restricts the damage of the plate with the support of resin plasticization [20]. ...
... In summary, a considerable amount of research can be found on finite element validations [6][7][8][9][10][11], response of aircraft structures to bird impacts [12][13][14][15][16][17][18][19][20], and computational representation of birds [27][28][29][30][31][32][33]. However, only in recent times, the emphasis is given towards the improvement of aircraft leading edge structures exposed to bird impacts by means of reinforcements [21][22][23][24][25][26]. ...
In this current research, a commercial aircraft metallic leading edge structurally reinforced with a Y-shaped and V-shaped plate system is numerically examined to investigate the effectiveness of such reinforcements against soft impacts, more commonly known as bird strikes in the aviation industry. A non-linear finite element code Ansys Explicit is adopted to run the virtual test cases. The computational bird model is presented with the Lagrange algorithm and Mooney–Rivlin hyperelastic material parameters which are validated against the experimental data found in the literature. A second validation of the leading edge deformation pattern is also carried out to ensure the accuracy of the present work. Numerical outcomes suggest that due to the presence of the reinforcement, the leading edge skin is restrained from being drastically deformed and the bird model tears apart into two pieces requiring the leading edge model to absorb much less kinetic energy. Additionally, it is found that both the reinforcements have similar crashworthiness performance against bird impacts. The novelty of the research lies in founding the structural reinforcement as a primary preference to strengthen the vulnerable wing leading edge during bird impacts.
... In the high velocity impact loadings, the materials exposed to low mass projectiles with high velocity such as gun bullets. Although the complete failure could not happen, the damage panels may require to replace instead of repairing [9]. The impact behaviour of metals under various loading conditions were conducted by many researches. ...
The response of aluminium plates (6061-T6) under low velocity impact is investigated numerically using ABAQUS software package. Firstly, the effect of the sample thickness on the perforation resistance of the aluminium plates is undertaken. It was shown that the perforation behaviour of the plates investigated increases with the target thickness and the maximum resistance to perforation, for the range of thicknesses investigated, was achieved using 4 mm thick panels. In order to capture the influence of the projectile shapes on the perforation behaviour, the aluminium plates were impacted with different head shapes impactors. The results showed that plates impacted with a flatted impactor offer the highest perforation resistance. Moreover, the results showed that changing the size of the targets has no significant change on the dynamic behaviour of the plates investigated in this study. Finally, it is suggested that the finite element models developed in this study can be used to capture the effect of the geometric and loading conditions of aluminium plates under perforation by low velocity impact.
