Numerical prediction of the low-velocity impact damage and compression after impact strength of composite laminates

Low-velocity impact damage can drastically reduce the residual mechanical properties of the composite structure even when there is barely visible impact damage. The ability to computationally predict the extent of damage and compression after impact (CAI) strength of a composite structure can potentially lead to the exploration of a larger design space without incurring significant development time and cost penalties. A three-dimensional damage model, to predict both low-velocity impact damage and compression after impact CAI strength of composite laminates, has been developed and implemented as a user material subroutine in the commercial finite element package, ABAQUS/Explicit. The virtual tests were executed in two steps, one to capture the impact damage and the other to predict the CAI strength. The observed intra-laminar damage features, delamination damage area as well as residual strength are discussed. It is shown that the predicted results for impact damage and CAI strength correlated well with experimental testing.

Zinc Phosphate Cement: Variations in proportioning affects dimetral tensile strength

Objectives: To quantify variability in hand proportioning of zinc phosphate cement among a cohort of dental undergraduates and to determine the effect of any such variability on the diametral tensile strength (DTS) of the set cement. The null hypothesis was that such variability has no effect on DTS. 
Methods: Thirty-four operators dispensed a zinc phosphate cement [Fleck's® Cement] according to the manufacturers' instructions. The mass of powder and liquid dispensed was recorded. Cylindrical specimens (n = 2 x 34) of dimensions 6mm x 3mm were prepared using a stainless steel split mould. The maximum mass of powder and the minimum volume of liquid were used as one extreme ratio and the minimum mass of powder and the maximum volume of liquid used on the other extreme. The manufacturers' recommended ratio was also tested (n=34).The samples were left to set for one hour before being transferred into distilled water for 48 hours. Compression across a diameter was carried out using a universal testing machine, H10KS [Tinius Olsen], at a constant crosshead speed of 0.75 ±0.25 mm/min. Statistical analyses (α = 0.05) were by Student's t-test for the powder/liquid ratio and one-way ANOVA and Tukey HSD for for pair-wise comparisons of mean DTS. Tests were carried out for normality and constant variability. 
Results: The mean (range) amount of powder dispensed was 0.863g (0.531-1.216)g. The mean (range) amount of liquid dispensed was 0.341ml (0.265-0.394)ml. The manufacturer's recommended amounts were 0.8g of powder and 0.3ml of liquid. The mean powder/liquid ratio was not significantly different from the manufacturer's recommended value (p=0.64). Mean (SD) DTS were (MPa) max: 7.19(1.50), min: 2.65(1.01), manufacturer: 6.01(1.30). All pair-wise comparisons were significantly different (p<0.001). 
Conclusions: Variability exists in the hand proportioning powder and liquid components of zinc phosphate cement. This variability can affect the DTS of zinc phosphate cement.

Numerical prediction of the low-velocity impact damage and compression after impact strength of composite laminates

Low-velocity impact damage can drastically reduce the residual mechanical properties of the composite structure even when there is barely visible impact damage. The ability to computationally predict the extent of damage and compression after impact (CAI) strength of a composite structure can potentially lead to the exploration of a larger design space without incurring significant development time and cost penalties. A three-dimensional damage model, to predict both low-velocity impact damage and compression after impact CAI strength of composite laminates, has been developed and implemented as a user material subroutine in the commercial finite element package, ABAQUS/Explicit. The virtual tests were executed in two steps, one to capture the impact damage and the other to predict the CAI strength. The observed intra-laminar damage features, delamination damage area as well as residual strength are discussed. It is shown that the predicted results for impact damage and CAI strength correlated well with experimental testing.

Finite Element Analysis of the Enhanced Strength of Laterally Restrained RC Slabs

This paper presents the numerical simulation of the ultimate behaviour of 85 one-way and two-way spanning laterally restrained concrete slabs of variable thickness, span, reinforcement ratio, strength and boundary conditions reported in literature by different authors. The developed numerical model was described and all the assumptions were illustrated. ABAQUS, a Finite Element Analysis suite of software, was employed. Non-linear implicit static general analysis method offered by ABAQUS was used. Other analysis methods were also discussed in general in terms of application such as Explicit Dynamic Analysis and Riks method. The aim is to demonstrate the ability and efficacy of FEA to simulate the ultimate load behaviour of slabs considering different material properties and boundary conditions. The authors intended to present a numerical model that provides consistent predictions of the ultimate behaviour of laterally restrained slabs that could be used as an alternative for expensive real life testing as well as for the design and assessment of new and existing structures respectively. The enhanced strength of laterally-restrained slabs compared with conventional design methods predictions is believed to be due to compressive membrane action (CMA). CMA is an inherent phenomenon of laterally restrained concrete beams/slabs. The numerical predictions obtained from the developed model were in good correlation with the experimental results and with those obtained from the CMA method developed at the Queen’s University Belfast, UK.

Strength reduction of till under dynamic pore pressure condition

Cuttings in heavily overconsolidated clays are known to be susceptible to progressive deformation caused by creep and fatigue that usually begins at the toe of the slope. The progressive deformation leads to strength reduction with time at constant stress (or called softening) and could be accelerated by fluctuation of groundwater level associated with more extreme rainfall events predicted through climate change. The purpose of this paper is to assess the mechanism of progressive deformation due to creep and fatigue using element testing on samples of till. The samples were subjected to fully drained loading and the deviator stresses were held constant at various percentages of peak failure stress, while the pore water pressure was kept static or dynamic (fluctuating ±5 kPa) over a period of time. The results have shown that the samples experienced significant deformation even at a higher factor of safety (i.e. the failure deviator stress/deviator stress at which the pore water pressure was fluctuated) under pore water pressure dynamics.

Predicting impact damage, residual strength and crashworthiness of composite structures

The development of the latest generation of wide-body carbon-fibre composite passenger aircraft has heralded a new era in the utilisation of these materials. The premise of superior specific strength and stiffness, corrosion and fatigue resistance, is tempered by high development costs, slow production rates and lengthy and expensive certification programmes. Substantial effort is currently being directed towards the development of new modelling and simulation tools, at all levels of the development cycle, to mitigate these shortcomings. One of the primary challenges is to reduce the extent of physical testing, in the certification process, by adopting a ‘certification by simulation’ approach. In essence, this aspirational objective requires the ability to reliably predict the evolution and progression of damage in composites. The aerospace industry has been at the forefront of developing advanced composites modelling tools. As the automotive industry transitions towards the increased use of composites in mass-produced vehicles, similar challenges in the modelling of composites will need to be addressed, particularly in the reliable prediction of crashworthiness. While thermoset composites have dominated the aerospace industry, thermoplastics composites are likely to emerge as the preferred solution for meeting the high-volume production demands of passenger road vehicles. This keynote presentation will outline recent progress and current challenges in the development of finite-element-based predictive modelling tools for capturing impact damage, residual strength and energy absorption capacity of thermoset and thermoplastic composites for crashworthiness assessments.