Mechanical performances of track-shaped rebar stiffened concrete-filled steel tubular (SCFRT) stub columns under axial compression

This paper presents a combined experimental, numerical, and theoretical study on the mechanical behaviors of track-shaped concrete-filled steel tubular (SCFRT) stub columns stiffened by rebars under compressive load. A total of 18 track-shaped concrete-filled steel tubular specimens including 12 specimens stiffened by rebars and 6 non-stiffened counterparts are tested, with consideration of parameters including flakiness ratio, concrete strength, and stiffeners. Failure pattern, bearing capacity, and ductility are all analyzed and discussed based on the experimental results. The numerical simulation by finite element (FE) software ABAQUS is also conducted. Based on both experimental and numerical results, theoretical formula to predict the load-bearing capacity of SCFRT stub columns subjected to axial compression loading is established according to the superposition principle of ultimate load-bearing capacity with rational simplification. The proposed theoretical method provides accurate predictions on the load bearing capacity by comparing with experimental results from 18 groups of specimens.

On vibration of eccentrically stiffened plates with varying stiffener length

Results of a study of the variation of natural frequencies with respect to the length of the stiffener of a square panel clamped all along its boundary and stiffened in the middle by a concentric stiffener were recently reported [ 11. Significant increases in certain frequencies, namely those with modes symmetric about both the medians of the plate, were observed when small gaps were not left between the plate boundary and the stiffener end. As an extension to that work, results of a study of the effect of the eccentricity of the stiffener on the frequency variation with the length of the stiffener are reported here.

Lamb wave based detection of damage in a stiffener bonded to a plate

Stiffener is one of the major components of aircraft structures to increase the load carrying capacity. Damage in the stiffener, mostly in the form of crack is an unavoidable problem in aerospace structures. Stiffener is bonded to the inner side of the aircraft panel which is not accessible for immediate inspection. A sensor-actuator network can be placed on the outer side of the panel that is accessible. Ultrasonic lamb waves are transmitted through stiffener using the sensoractuator network for detecting the presence of damages. The sensor-actuator network is placed on both halves of the stiffened section on the accessible surface of the plate. Detecting damage in stiffener by using this technique has significant potential for SHM technology. One of the major objectives of the present work is to determine the smallest detectable crack on the stiffener using the proposed technique. Wavelet based damage parameter correlation studies are carried out. In the proposed scheme, with increase in the damage size along the stiffener, it is found that the amplitude of the received signal decreases monotonically. The advantage of this technique is that the stiffened panels need not be disassembled in a realistic deployment of SHM system.

Investigating the use of compliant webs in the damage-tolerant design of stiffener run-outs

In this work, the use of a compliant web design for improved damage tolerance in stiffener run-outs is investigated. Firstly, a numerical study that incorporates the possibility of debonding and delamination (using VCCT) is used to select a favourable compliant run-out configuration. Then, three different configurations are compared to establish the merits of the compliant design: a baseline configuration, a configuration with optimised tapering and the selected compliant configuration. The performance of these configurations, in terms of strength and damage tolerance, was compared numerically using a parametric finite element analysis. The energy release rates for debonding and delamination, for different crack lengths across the specimen width, were used for this comparison. The three configurations were subsequently manufactured and tested. In order to monitor the failure process, acoustic emission (AE) equipment was used and proved valuable in the detection and analysis of failure. The predicted failure loads, based on the energy release rates, showed good agreement with the experiments, particularly when the distribution of energy release rate across the width of the specimen was taken into account. As predicted numerically, the compliant configuration failed by debonding and showed improved damage tolerance compared to the baseline and tapered stiffener run-outs.

Design of composite stiffener run-outs for damage tolerance

A major concern in stiffener run-out regions, where the stiffener is terminated due to a cut-out, intersecting rib, or some other structural feature which interrupts the load path, is the relatively weak skin–stiffener interface in the absence of mechanical fasteners. More damage tolerant stiffener run-outs are clearly required and these are investigated in this paper. Using a parametric finite element analysis, the run-out region was optimised for stable debonding crack growth. The modified run-out, as well as a baseline configuration, were manufactured and tested. Damage initiation and propagation was investigated in detail using state-of-the-art monitoring equipment including Acoustic Emission and Digital Image Correlation. As expected, the baseline configuration failed catastrophically. The modified run-out showed improved crack-growth stability, but subsequent delamination failure in the stiffener promptly led to catastrophic failure.

Numerical analysis of stiffener runout sections

The recent trend of incorporating more composite material in primary aircraft structures has highlighted the vulnerability of stiffened aerostructures to through-thickness stresses, which may lead to delamination and debonding at the skin-stiffener interface, leading to collapse. Stiffener runout regions are particularly susceptible to this problem and cannot be avoided due to the necessity to terminate stiffeners at rib intersections or at cutouts, interrupting the stiffener load path. In this paper, experimental tests relating to two different stiffener runout specimens are presented and the failure modes of both specimens are discussed in detail. A thinner-skinned specimen showed sudden and unstable crack propagation, while a thicker-skinned specimen showed initially unstable but subsequent stable crack growth. Detailed finite element models of the two specimens are developed, and it is shown how such models can explain and predict the behaviour and failure mode of stiffener runouts. The models contain continuum shell elements to model the skin and stiffener, while cohesive elements using a traction-separation law are placed at the skin-stiffener interface to effectively model the debonding which promotes structural failure.

Stiffener debonding mechanisms in post-buckled CFRP aerospace panels

This paper describes the fractographic analysis of five CFRP post-buckled skin/stringer panels that were tested to failure in compression. The detailed damage mechanisms for skin/stiffener detachment in an undamaged panel were characterised and related to the stress conditions during post-buckling; in particular the sites of peak twist (at buckling nodes) and peak bending moments (at buckling anti-nodes). The initial event was intralaminar splitting of the +45 degrees plies adjacent to the skin/stiffener interface, induced by high twist at a nodeline. This was followed by mode II delamination, parallel to +/- 45 degrees plies and then lengthwise (0 degrees) shear along the stiffener centreline. The presence of defects or damage was found to influence this failure process, leading to a reduction in strength. This research provides an insight into the processes that control post-buckled performance of stiffened panels and suggests that 2D models and element tests do not capture the true physics of skin/stiffener detachment: a full 3D approach is required.

The Behavior of compressively loaded stiffener runout specimens - Part II: Finite element analysis

The termination of stiffeners in composite aircraft structures give rise to regions of high interlaminar shear and peel stresses as the load in the stiffener is diffused into the skin. This is of particular concern in co-cured composite stiffened structures where there is a relatively low resistance to through-thickness stress components at the skin-stiffener interface. In Part I, experimental results of tested specimens highlighted the influence of local design parameters on their structural response. Indeed some of the observed behavior was unexpected. There is a need to be able to analyse a range of changes in geometry rapidly to allow the analysis to form an integral part of the structural design process.

This work presents the development of a finite element methodology for modelling the failure process of these critical regions. An efficient thick shell element formulation is presented and this element is used in conjuction with the Virtual Crack Closure Technique (VCCT) to predict the crack growth characteristics of the modelled specimens. Three specimens were modelled and the qualitative aspects of crack growth were captured successfully. The shortcomings in the quantitative correlation between the predicted and observed failure loads are discussed. There was evidence to suggest that high through-thickness compressive stresses enhanced the fracture toughness in these critical regions.

The Behavior of compressively loaded stiffener runout specimens - Part I: Experiments

The development of the next generation of civil and military transport aircraft will inevitably see an increased use of advanced carbon fibre composite material in the primary structure if performance targets are to be met. One concern in this development is the vulnerability of co-cured and co-bonded stiffened structures to through-thickness stresses at the skin-stiffener interfaces, particularly in stiffener runout regions. These regions are a consequence of the requirement to terminate stiffeners at cutouts, rib intersections, or other structural features which interrupt the stiffener load path.

This work presents the results of an experimental programme investigating the failure of thick-sectioned stiffener runout specimens loaded in uniaxial compression. For all tests, failure initiated at the edge of the runout and propagated across the skin-stiffener interface. It was found that the failure load of each specimen was greatly influenced by intentional changes in the geometric features of these specimens. High frictional forces at the edge of the runout were also deduced from a fractographic analysis, indicating a predominantly Mode II initial failure mode.

Failure of thick-skinned stiffener runout sections loaded in uniaxial compression

Recent efforts towards the development of the next generation of large civil and military transport aircraft within the European community have provided new impetus for investigating the potential use of composite material in the primary structure. One concern in this development is the vulnerability of co-cured stiffened structures to through-thickness stresses at the skin-stiffener interfaces particularly in stiffener runout regions. These regions are an inevitable consequence of the requirement to terminate stiffeners at cutouts, rib intersections or other structural features which interrupt the stiffener load path. In this respect, thickerskinned components are more vulnerable than thin-skinned ones. This work presents an experimental and numerical study of the failure of thick-sectioned stiffener runout specimens loaded in uniaxial compression. The experiments revealed that failure was initiated at the edge of the runout and propagated across the skin-stiffener interface. High frictional forces at the edge of the runout were also deduced from a fractographic analysis and it is postulated that these forces may enhance the fracture toughness of the specimens. Finite element analysis using an efficient thick-shell element and the Virtual Crack Closure Technique was able to qualitatively predict the crack growth characteristics for each specimen