Thermoelastic Investigation of Carbon-Fiber-Reinforced Composites Using a Drop-Weight Impact Test

Composite materials are becoming more popular in technological applications due to the significant weight savings and strength these materials offer compared to metallic materials. In many of these practical situations, the structures suffer from drop impact loads. Materials and structures significantly change their behavior when submitted to impact loading conditions as compared to quasi-static loading. The present work is devoted to investigating the elastic strain wave in Carbon-Fiber-Reinforced Polymers (CFRP) when subjected to a drop test. A novel drop weight impact test experimental method evaluates parameters specific to 3D composite materials during the study. A strain gauge rosette is employed to record the kinematic on the composites' surface. Experimental results were validated through numerical analysis by FDM Numerical Simulations in Matlab® and Ansys Explicit Dynamic Module. A MATLAB® code was developed to solve wave equation in a 2-D polar coordinate system by discretizing through a Forward-Time Central-Space (FTCS) Finite Difference Method (FDM). Another FEA analysis was performed in ANSYS® Workbench Explicit Dynamics module to simulate the elastic waves produced during the DWIT. The study demonstrates that the elastic waves generated upon impact with a 33 g steel ball from a height of 1 m in a quasi-isotropic CFRP sheet give a strain wave frequency of 205 Hz and finish in almost 0.015 s due to a significant damping effect. Numerical simulations were in good agreement with the experimental findings.

Some strategies for solving differential equations based on the finite difference method are presented: forward time centered space (FTSC), backward time centered space (BTSC), and the Crank-Nicolson scheme (CN). These are developed and applied to a simple problem involving the one-dimensional (1D) (one spatial and one temporal dimension) heat equation in a thin bar. The numerical implementation in this work can be used as a preamble to introduce a method of solving the heat equation that can be implemented in problems in the area of finances. The results of implementing the software on very fine meshes (unidimensional), and with relatively small-time steps, are shown. Through mesh refinement, it was possible to obtain a better temperature distribution in the thin bar between a range of points. The heat equation was solved numerically by testing both implicit (CN) and explicit (FTSC and BTSC) methods. The examples show that the implemented schemes conform to theoretical predictions and that truncation errors depend on mesh, spacing, and time step.

In this thesis an electromagnetic characterization and a non-destructive evaluation of new advanced composite materials, Carbon Fiber Reinforced Polymers (CFRP) and Fiber-Glass Aluminium (FGA) laminates, using an eddy-current technique based on HTS dc-SQUID (Superconductive QUantum Interference Device) magnetometer is proposed. The main goal of this thesis is to propose a prototype based on a superconducting sensor, such as SQUID, to guarantee a more accuracy in the quality control at research level of the composite materials employed in the aeronautical applications. A briefly introduction about the superconductivity, a complete description of the SQUID properties and its basic working principles have been reported. Moreover, an overview of the most widely used non destructive technique employed in several industrial and research fields have been described. Particular attention is given to the eddy current testing and the technical improvement obtained using SQUID in NDE. The attention has been focused on two particular application, that are the main topics of this thesis. The first concerns with the investigation of the damage due to impact loading on the composites materials, and the second is the study of the corrosion process on the metallic surface. The electrical and mechanical properties of the tested advanced composite materials, such as Carbon Fiber Reinforced Polymers (CFRPs) and Fiber-glass Aluminium (FGA) laminates are investigated. The experimental results concern the non-destructive evaluation of impact loading on the CFRPs and FGA composites, by means of the electromagnetic techniques; the investigation of the electromechanical effect in the CFRPs using the SQUID based prototype and the AFM analyses; and the study of corrosion activity of the metallic surface using magnetic field measurements

This paper presents an experimental and numerical model of carbon fiber reinforced polymer (CFRP) retrofitted concrete beams with and without intermediate notches, developed to predict the impact load, energy response, cracking pattern and interfacial stress distribution under drop-weight impact. Considering a drop-weight falling from different heights, a CFRP sheet was bonded to the bottom surface of the beam. The specimen’s drop-weight impacts were established for retrofitted and un-retrofitted simply-supported notched concrete beams. A nonlinear finite element model was developed and calibrated to analyze the interfacial stress field, failure modes, cracking patterns and damage sequences. The results obtained numerically in terms of load–time, load–displacement and energy–time curves were compared to those given by the authors’ experimental tests and also to those given in the literature. For un-retrofitted beams, the impact time was very short, with failure at the center of the beam. For notched beams, the impact load decreased as notch depth increased, owing to the local loss of rigidity at the center of the concrete beam. For the retrofitted beam, however, the impact time was quite long, with a very high impact load, because the beam was more resistant, with rebound.

Multi-impact performance of prestressed CFRP-strengthened RC beams using H-typed end anchors

Workshop No. 6: Histocompatibility - Disease

Carbon Fiber Reinforced Polymer (CFRP) composites have emerged as a major class of structural materials that have a significant potential use as a substitute for metals in aerospace, marine, automotive, and architecture due to their higher-strength-to-weight-ratio. CFRP is well suited for various applications, but their mechanical properties such as ‘low-velocity impact resistance’ are not well studied. In this study, the low-velocity impact resistance of CFRP woven composite was investigated with the help of Charpy impact tests. The CFRP samples were tested at room temperature (22°C) and at low temperature (-20°C). The experimental results indicated about 10% drop in energy-absorbing capability of CFRP samples at low temperatures in comparison to room temperature. The experimental results obtained for the room temperature were validated through finite element simulations using ANSYS® Workbench Explicit Dynamics. The mesh sensitivity analysis was performed to improve the accuracy of the finite element model. The numerical results helped to narrow down on the CFRP material properties that changed with temperature drop. It was found at -20°C, orthotropic Elasticity (Young’s moduli in three mutually perpendicular directions) increases for CFRP woven composite as compared to room temperature (22°C), however the CFRP become brittle and there is a significant drop in their toughness. The current outcomes are useful for applications using CFRP under impact loading at low temperatures.

This work focuses on thermal problems, solvable using the heat equation. The fundamental question being answered here is: what are the limits of the dimensions that will allow a 3-D thermal problem to be accurately modelled using a 2-D Heat Equation? The presented work solves 2-D and 3-D heat equations using the Finite Difference Method, also known as the Forward-Time Central-Space (FTCS) method, in MATLAB®. For this study, a cuboidal shape domain with a square cross-section is assumed. The boundary conditions are set such that there is a constant temperature at its center and outside its boundaries. The 2-D and 3-D heat equations are solved in a time dimension to develop a steady state temperature profile. The method is tested for its stability using the Courant-Friedrichs-Lewy (CFL) criteria. The results are compared by varying the thickness of the 3-D domain. The maximum error is calculated, and recommendations are given on the applicability of the 2-D heat equation.

The components of automobile bodies have been manufactured primarily from steel since cars were first made. With the goal of energy savings, light-weighting is being adopted by substituting steel with a variety of light metals and composite materials. A DOE sponsored project in collaboration with PPG and Ford studied the use of automotive closure panels comprising an inner carbon fiber reinforced polymer (CFRP) sheet and an outer aluminum alloy (AA) sheet. The ends of closure panels are sealed with hem flange joints. A major concern is the formation of a galvanic cell within the joint wherein CFRP is the cathode that will accelerate the corrosion of the AA sheet. Various combinations of AA6xxx alloys with CFRP having two different orientations of carbon fiber, i.e., random and twill, are studied in this work. CFRP can only exert a galvanic driving force on a coupled AA panel by electrical connection at cut edges where sheared carbon fibers are exposed, or if carbon fibers are exposed on the CFRP panel surface by lack of coverage of the insulating epoxy matrix. It is believed that processing and curing variables lead to varied epoxy cover on the surfaces of CFRP. Electrochemical measurements such as the measurement of oxygen reduction limiting current density during cathodic polarization show that as-fabricated surfaces of CFRP panels exhibit some extent of electrochemical activity, indicating some lack of coverage of C fibers. It is of interest to characterize the epoxy cover on the CFRP surfaces in terms of the nature of the active sites (e.g., whether C fibers are totally uncovered or covered by a very thin layer of epoxy) and the density and distribution of the sites. A technique was developed to identify the exact locations of active sites on both random and twill CFRP by electrodeposition of small amounts of Cu. If the amount of deposited copper is small, the deposits indicate the location and number of the active sites on the CFRP surface. These deposits were also analyzed by serial sectioning using Focused Ion Beam/Scanning Electron Microscope. High resolution images of the deposit/epoxy interfaces provide a description of the nature of the defective/conductive regions on CFRP surfaces. Rotating disk electrode experiments were also performed to determine the oxygen reduction reaction (ORR) limiting current densities of CFRP at different electrode rotation rates i.e., different diffusion boundary layer thicknesses. These aspects are related to the overall mass transport in the electrolyte, which provides a deeper understanding of the kinetics on CFRP and the nature of active sites behaving as microelectrodes. The observations from the copper electrodeposition study and rotating disk electrode experiments will be correlated and the role of CFRP as a cathode contributing to the corrosion of AA in the galvanic couple will be presented.This work was supported by the U.S. Department of Energy through award DE-EE0007760, in collaboration with PPG Industries and Ford Motor Company.

Reinforced concrete two-way slabs are important elements in the construction field, and their impact response under drop-weight impact is a complex mechanical issue that can cause the collapse of heavy structures. Previous research has documented the analysis of conventional steel-reinforced concrete slabs under impact loads. However, the investigation of layered hybrid concrete composite flat solid slabs reinforced with carbon-fiber-reinforced polymer (CFRP) rebars is an innovative subject. This paper examines the structural behavior of layered novel hybrid concrete composite flat solid slabs with a combination of reactive powder concrete (RPC) in the top layer and normal concrete (NC) in the bottom layer, reinforced with internal CFRP or traditional steel bars in the tension zone, under an impact load test. For this purpose, ten full-scale square flat solid slab samples with a 1550 mm length and a 150 mm depth were fabricated and divided into eight layered hybrid concrete samples with 50% RPC and 50% NC and two samples cast with NC only. The impact tests were carried out using a hardened steel cylindroconical impactor (projectile) with a height of 650 mm and a diameter of 200 mm, a flat nose diameter of 90 mm, and a total mass of 150 kg released from two different heights of 5 and 7 m. The variables considered were the types and ratios of reinforcement, as well as the free-drop weight and height. The experimental results obtained showed that layered RPC flat solid slabs are superior in resisting and sustaining impact forces and also have fewer scattered parts when compared to NC flat solid slabs. Additionally, the flat solid slab samples reinforced with CFRP bar grids were overall more resistant to impact loads, by an average of 19%, compared to flat solid slabs with steel bars and showed lower deflection, by an average of 10%, compared to the other flat solid slabs.

Macroscopic structures consisting of two or more materials are called composites. The decreasing reserves of the world’s oil reserve and the environmental pollution of existing energy and production resources made the use of recycling methods inevitable. There are mechanical, thermal, and chemical recycling methods for the recycling of thermosets among composite materials. The recycling of thermoset composite materials economically saves resources and energy in the production of reinforcement and matrix materials. Due to the superior properties such as hardness, strength, lightness, corrosion resistance, design width, and the flexibility of epoxy/vinylester/polyester fibre formation composite materials combined with thermoset resin at the macro level, environmentally friendly sustainable development is happening with the increasing use of composite materials in many fields such as the maritime sector, space technology, wind energy, the manufacturing of medical devices, robot technology, the chemical industry, electrical electronic technology, the construction and building sector, the automotive sector, the defence industry, the aviation sector, the food and agriculture sector, and sports equipment manufacturing. Bonded joint studies in composite materials have generally been investigated at the level of a single composite material and single joint. The uncertainty of the long-term effects of different composite materials and environmental factors in single-lap bonded joints is an important obstacle in applications. The aim of this study is to investigate the effects of single-lap bonded GFRP (glass fibre-reinforced polymer) and CFRP (carbon fibre-reinforced polymer) specimens on the material at the end of seawater exposure. In this study, 0/90 orientation twill weave seven-ply GFRP and eight-ply CFRP composite materials were used in dry conditions (without seawater soaking) and the hand lay-up method. Seawater was taken from the Aegean Sea, İzmir province (Selçuk/Pamucak), in September at 23.5 °C. This seawater was kept in different containers in seawater for 1 month (30 days), 2 months (60 days), and 3 months (90 days) separately for GFRP and CFRP composite samples. They were cut according to ASTM D5868-01 for single-lap joint connections. Moisture retention percentages and axial impact tests were performed. Three-point bending tests were then performed according to ASTM D790. Damage to the material was examined with a ZEISS GEMINESEM 560 scanning electron microscope (SEM). The SEM was used to observe the interface properties and microstructure of the fracture surfaces of the composite samples by scanning images with a focused electron beam. Damage analysis imaging was performed on CFRP and GFRP specimens after sputtering with a gold compound. Moisture retention rates (%), axial impact tests, and three-point bending test specimens were kept in seawater with a seawater salinity of 3.3–3.7% and a seawater temperature of 23.5 °C for 1, 2, and 3 months. Moisture retention rates (%) are 0.66%, 3.43%, and 4.16% for GFRP single-lap bonded joints in a dry environment and joints kept for 1, 2, and 3 months, respectively. In CFRP single-lap bonded joints, it is 0.57%, 0.86%, and 0.87%, respectively. As a result of axial impact tests, under a 30 J impact energy level, the fracture toughness of GFRP single-lap bonded joints kept in a dry environment and seawater for 1, 2, and 3 months are 4.6%, 9.1%, 14.7%, and 11.23%, respectively. At the 30 J impact energy level, the fracture toughness values of CFRP single-lap bonded joints in a dry environment and in seawater for 1, 2, and 3 months were 4.2%, 5.3%, 6.4%, and 6.1%, respectively. As a result of three-point bending tests, GFRP single-lap joints showed a 5.94%, 8.90%, and 12.98% decrease in Young’s modulus compared to dry joints kept in seawater for 1, 2, and 3 months, respectively. CFRP single-lap joints showed that Young’s modulus decreased by 1.28%, 3.39%, and 3.74% compared to dry joints kept in seawater for 1, 2, and 3 months, respectively. Comparing the GFRP and CFRP specimens formed by a single-lap bonded connection, the moisture retention percentages of GFRP specimens and the amount of energy absorbed in axial impact tests increased with the soaking time in seawater, while Young’s modulus was less in three-point bending tests, indicating that CFRP specimens have better mechanical properties.

Bridge piers are designed to withstand not only axial loads of superstructures and passing vehicles but also out-of-plane loads such as earthquake excitations and vessel impact loads. Vessel impact on bridge piers can lead to substantial damages or even collapse of bridge structures. An increasing number of vessel collision accidents have been reported in the past decade. A lot of researches have been conducted for predicting barge impact loads and calculating structural responses. However, in practice it is not possible to design bridge structures to resist all levels of barge impact loads. Moreover, with an increasing traffic volume and vessel payload in some waterways, the bridge piers designed according to previous specifications might not be sufficient to resist the current vessel impact loads. Therefore, strengthening existing bridge piers are sometimes necessary for protecting structures from barge impact. Carbon fiber reinforced polymer (CFRP) has been widely used in strengthening reinforced concrete structures under impulsive loadings. It is an effective material which has been proven to be able to increase the flexural strength of structures. In this study, CFRP composites are used to strengthen reinforced concrete piers against barge impact loads. Pendulum impact tests are conducted on scaled pier models. Impact force and pier response with and without CFRP strengthening are compared. The effectiveness of using CFRP strengthening the pier model is observed. In addition, numerical models of the bridge piers are developed and calibrated with experimental results. Parametric simulations of barge impacting on piers with or without CFRP strengthening are carried out. The results show that compared with unstrengthened pier, CFRP composite strengthened bridge pier has a higher impact resistance capacity and hence endures less structural damage under the same barge impact load. The effectiveness of CFRP strengthening with different CFRP thickness, CFRP strength and bond strength between the pier and the CFRP composite are also discussed.

Investigation of concrete-filled steel tube beams strengthened with CFRP against impact loads

Carbon fibre-reinforced polymer (CFRP) composites used in sports products can be exposed to different in-service conditions such as large dynamic bending deformations caused by impact loading. Composite materials subjected to such loads demonstrate various damage modes such as matrix cracking, delamination and, ultimately, fabric fracture. Damage evolution affects both in-service properties and performance of CFRP that can deteriorate with time. These failure modes need adequate means of analysis and investigation, the major approaches being experimental characterisation and numerical simulations. This research deals with a deformation behaviour and damage in composite laminates due to dynamic bending. Experimental tests are carried out to characterise the behaviour of a woven CFRP material under large-deflection dynamic bending in impact tests carried out to obtain the force-time and absorbed energy profiles for CFRP laminates. Damage in the impacted laminates is analysed using optical microscopy. Numerical simulations are performed to study the deformation behaviour and damage in CFRP for cases of large-deflection bending based on three-dimensional finite-element models implemented in the commercial code Abaqus/Explicit. Multiple layers of bilinear cohesive-zone elements are employed to model the initiation and progression of inter-ply delamination observed in the microscopy studies. The obtained results of simulations show good agreement with experimental data.

This paper investigates numerically the behavior of Reinforced Concrete (RC) beams, strengthened using Carbon Fiber Reinforced Polymers (CFRP) sheets, subjected to impact loading. Three-dimensional finite element analysis was performed and its results were verified against experimental ones available in the literature showing good agreement. Then, a comprehensive parametric study was performed to investigate the effect of studied parameters on the strengthened RC beams. The main studied parameters were type and size of reinforcing bars, geometric characteristics of externally bonded CFRP sheets (width, length, and thickness), impact velocity, and the position of the impactor with respect to the beam. Results showed that the use of externally bonded CFRP sheets enhanced the beam capacity and failure mode, and reduced the mid-span deflection. Moreover, a reduction in the mid-span deflection was observed due to the use of CFRP bars as internal reinforcement. On the other hand, the deflection was increased due to the increase of the impact velocity, and the change of the impact load position.