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IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Finite Elements: Impact and crash modelling


of composites
Further theory on the Explicit FE method
Composites impact and crash modeling:
o Ply failure and damage
o Axial crash
o Delamination
Examples of composite crash modeling from Motorsport
Composites tutorials (number 10, 11, 12 on the web)
1

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Simulation chain for composites


and typical analysis methods

Properties

Structural
analysis

Preforming

Infusion

Others

Micromechanics

FE Stiffness

Draping
(mapping)

Filling (FE)

Optimisation

WiseTex (meso
mechanics)

FE Failure

Draping (FE)

FE Fatigue

Laminate
analysis

FE
Crash/Impact

Braiding

Residualstresses

Laminate
analysis (maco
2
mechanics

Etc

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Comparison of Implicit and Explicit FE methods


Implicit method

Explicit method
k m f(t),u,u ,u

Governing equations

P K
Load

Stiffness

cu ku f(t)
mu

Displacements

For each element

2
/
1

/
1

n
u2

tn

n
u n1/2 u n1/2 t nu
1

For linear problems simple one step matrix


inversion of the global stiffness matrix is
needed. For non-linear problems iterative
Newton-Raphson type solutions are needed.

(2)

un

[E] is constant for elastic and non-linear for


elasto-plastic, damage and similar materials.

n m 1(fn ku n )
u

un

[B] is constant for linear problems and a


p
for geometrically
g
y
function of displacements
non-nonlinear problems.

(1)

f B T EBdV u k u
V

n kun fn (t)
mu

Equations are solved as a dynamic problem.


The method is conditionally stable; meaning
that the timestep must be smaller than a
critical (allowed) limit.
In each small timestep the structure and
material can often be treated as pseudolinear.

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Explicit versus Implicit: Advantages and disadvantages

Number of time steps

Equations to be solved

Implicit

Explicit

Unconditionally stable (any


timestep).

Conditionally stable and reqires


a small time step.

B
Butt many ti
time steps
t
are
usually needed to properly
trace the physical
phenomena and achieve
convergence.

Thi
This lleads
d to
t many, b
butt CPU
cheap solutions: Contact,
material and geometrical nonlinearities are easily handled.

Requires matrix inversion.

Requires no matrix inversion or


iterative methods (some
materials laws do iterate to
ensure e.g. plasticity remains on
th yield
the
i ld surface).
f )

The solution of the nonlinear equations requires


CPU expensive iterative
solution strategies (e.g.
Newton Raphson).
Static problems

Can solve static problems.

Can only solve quasi-static


problems by careful choice of
loading and maybe some added
damping.

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Some details of the Explicit method


(1)

n m 1(fn kun )
u

un

un

IFB

un

un

(6)

Strain update: From the [B] matrix and displacements. Usually


this is in terms of increments during a timestep using the [B]
matrix for the current deformed element (at time Tn)

(4)

(5)

Nodal accelerations, velocities and


displacements update are from the equations of
motion and central finite difference equations

2
/
1
n
2
/
1

tn

un

un

n
(2) u n1/2 u n1/2 tnu

B
n1 n

Stress update: This uses the current material elasticity matrix [E] corresponding to the
current total state of strain. [E] can be elastic, elasto-plastic, damage or another type;
for some material laws (e.g. composites) additional transformations may be needed
between fibre and global frames

n1 n

Nodal (internal) forces: Using the strain-displacement matrix [B],


the material law [E] and element nodal displacements, the nodal
internal forces are computed (see next slide). These are then used
in the next cycle and the process repeated.

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Item (6) previous slide: Computation of internal forces


Remember the element internal nodal forces are obtained from the following relationship,

f B T EBdV u k u
V

These parts give stresses at a point (computed in step (5) already); where
u are the element nodal displacements and [B] the strain-displacement
matrix computed at the point x,y of interest (e.g. a gauss point)
The integration is done over the element volume; which is generally much easier to
compute using an isoparametric element formulation and Gaussian integration.
These computations can be done in incremental form using displacement increments
(= nodal displacements during one time step) giving increments of nodal forces. In this
case:
o [B] is the geometrically linear strain-displacement matrix corresponding to the current
element deformed state.
o [E] is the material law corresponding to the current state of total strain in the material.
6

The internal forces for all attached elements to a node must be computed and summated to
get the total internal nodal force(s) at the node.

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Stable time step for the Explicit scheme (Courant criteria)


m = AL/2

L, E,

k = EA/L

bar

L
c

spring-mass

c E

is the speed of sound in the material

is the time the shockwave needs to travel


between nodes

Stiff or light elements are bad for the timestep (small) which will lead to high CPU costs.
This criteria enforces that the shock wave (information) does not pass more than one
element in one timestep.
7

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Timestep stability and methods to limit its (CPU) effects

Solution stable

Solution stable
and same results
Information lost

Solution unstable:
Solution diverges
and explodes

The timestep
Th
ti
t mustt b
be ( L/c)
L/ ) where
h
L is
i the
th smallest
ll t element.
l
t Alternatively
Alt
ti l the
th lightest,
li ht t or
stiffest element (factor c) can control the stable timestep size. Methods (or tricks) are
commonly used to improve timesteps, for example:
1. Sub-cycling: This splits the structure into groups of elements; with each group having its
own stable timestep limit. Roughly equal groups of elements having timesteps less that
t, 2t, 4t and 8t are used.
8

2. Automated methods to add mass (or lower stiffness) to elements with poor timesteps.

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Propagation of shock wave information in a 1D explicit integration system


Node 1
Mass M

2
2M

3
2M

L o , Fint = 0

Pext

A n = (Pext -Fint)/M
V n+ = Vn- +A n * T
X n+1= Xn + V n+ * T
n=0
Pext

L o , Fint = 0

An = 0
V n+ =0
X n+1= 0

4
M
Lo , Fint = 0

An = 0
V n+ =0
X n+1= 0

L n+1 = Ln - X n+1
Fn+1 = K *X n+1
Fint = (Fn+1)
A n = (Pext -F
Fint)/M
V n+ =V n- + A n * T
X n+1= Xn + V n+ * T

Fint = 0

=0

A n = (Pext -F
Fint)/2M
V n+ =V n- + A n * T
X n+1= Xn + Vn+ * T

An = 0
V n+ =0
X n+1= 0

n=1
L n+1 = Ln - X n+1
Fn+1 = K *X n+1
Pext

Fint = (F n+1)

L n+1 = Ln - X n+1
Fn+1 = K *X n+1
Fint = (F n+1)

ETC

Fint = 0

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Explicit method: Some points to note


No stiffness matrix is formed for either the local
element or global structure.
The internal forces {fn} are accumulated at nodes from
adjacent elements using the [B] matrix and nodal
displacement (increments) for each element.
The only matrix inversion (a CPU expensive operation)
is for the mass matrix.
BUT in order to keep this simple a lumped mass matrix
system is used giving a diagonal mass matrix. This is
diagonal meaning [M]-1 = [M]T and CPU expensive
inversion is avoided. For similar reasons the rotational
inertia terms in shells and beams use a Local principle
axis system (not the Global one).

10

The timestep is typically small (e.g. 1 sec for a 5mm


element made of steel). Typical strain increments in 1
cycle are therefore also very small. This allows
simplifications so that behaviour is assumed to be
linear during this small increment.

L
c

where

c E

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Explicit method: Some additional points


Since the timestep is below a critical limit each node may be treated as an individual
analysis problem there is no coupling of nodes.
This means computations are done for each node independently (with its attached
elements):
l
t )
o

Minimum CPU storage is needed for quantities such as nodal displacements and
velocities, and element stresses and strains.

The order in which the nodes are analysed is not important.


Explicit methods are successful because very many simple CPU cheap operations are
needed in each cycle (rather than CPU expensive matrix inversion methods).
The method has no natural material damping. Velocity dependent damping [C] is ignored
in the dynamic equations of motion as this matrix would be fully populated; this would
require matrix inversion which is CPU very expensive.
The method has high frequency accelerations due to the shock wave propagation stresses.
These are integrated out when velocities and displacements are computed. Filters must
(usually) be used when looking at nodal accelerations.
11

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Contact is treated as temporary external loading


One main advantage of Explicit methods is handling contact (either internal or between
two bodies). This can be treated by introducing temporary external forces to resist
contact (there is no [K] matrix as in implicit codes).
Intersection
depth

1. A search algorithm identifies elements that


penetrate each other (main CPU cost).
2. The depth of penetration is identified and
temporary resistance forces (fR) are applied to
push the structures apart.
3. The trick is imposing forces that depend on the
depth of intersection and codes use empirical
methods. These forces should slow, stop and
gently
gently push the structures apart over many
time steps:
fR

If contact forces are to low penetration occurs


If forces are to high an unrealistic rebound will
occurs

12

4. The contact forces are introduced as additional


temporary forces in the dynamic equations of
motion.
1

xn m (fn kxn - fR )

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

More details on contact interfaces (in PAM-)


One side is defined as the master surface
Intersection
depth

The other as the slave surface

There are many contact types: e.g.


Self contact (type 36)
36), symmetric
contact (type 33) and node to
segment contact (type 34)...
Mainly you have to define:
1.Contact type.
2.The master and slave entities.
3.The required contact thickness.
4.Possible friction and damping.

13

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Force and Kinematic option in Explicit FE codes


Force level operations: These are typically:
Applied nodal forces
Applied element pressures (redistributed as equivalent nodal loads)
Penalty force based contact
Others..

These can be
summated
i.e. nodes can
belong to
several g
groups
p

These operations lead to additional nodal forces that influence the computed nodal
accelerations (and therefore nodal velocities and displacements)
Kinematic level operations: These are typically:
Boundary conditions (note nodal acceleration are set to zero not
displacements !)
So
So-called
called nodal constraints (a set of nodal accelerations are
overwritten with a common value)
So-called rigid bodies (similar to nodal constraints but includes also
rotations)
Kinematic contacts (rarely used and has limitations)
Others..
14

Cannot be
summated A
node cannot
belong to several
kinematic
constraint type
operations

These operations impose conditions on the nodal accelerations which then modify
nodal velocities and displacements

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Force options


a F /M
Kinematic options

t t t


v,u

t t sim
STOP

1) Initialise timestep
2) Set nodal force array {f} to zero
3) Add concentrated nodal load/pressures to force array
4) Loop over finite elements
4.1) Calculate strains at element gauss points
4.2) Compute stresses from strains and material law
4.3) Calculate internal nodal forces
4.4) Add internal nodal forces to force array {f}
5) Treat penalty contact and add contact forces to {f}
6) Calculate rigid body forces
7) Calculate global accelerations
8) Apply boundary conditions (note to accelerations !)
9) Update rigid body slave nodes
10) Apply nodal constrains (again to accelerations)
11) Treat any rigid wall type contacts
12) Compute nodal velocities and displacements
13) Calculate nodal principal inertia coord. system
15) Update time (t) and go to 2 for next loop

Kinematic Level

INI

Force Level

Summary of the Explicit FE operations

15

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Explicit methods: Some examples

Head impact (biomechanics)

Explosion and detonations:


The original applications of
structural explicit codes were
largely
a ge y in tthe
e military
ta y field.
e d Faster
aste
computers in the 1980s allowed
the migration to civil crash and
other applications.

Manufacturing: Todays CPU power allows even relatively slow processes to be tackled
with explicit codes.
Braiding
ring
Braiding
mandrel

Standing
yarns

Braiding
take-up
direction

Yarn paths

Braiding yarns
Bobbin elements

16

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Example: Composite impact


Orthotropic
composite shell

Setup and details

Detailed
ply/delamination
section
Orthotropic
composite shell
Detailed ply/
delamination section

Simulation
Test
Birdstrike
example

17

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Finite Elements: Impact and crash modelling


of composites
Further theory on the Explicit FE method
Composites impact and crash modeling:
o Ply failure and damage
o Axial crash
o Delamination
Examples of composite crash modeling from Motorsport
Composites tutorials (number 10, 11, 12 on the web)
18

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Types of composites damage: Transverse impact and axial crushing


Ply failure coupled with delamination

Fragmentation

OR

1. Inter-ply (delamination) damage due to excessive shear


or poissons ratio mismatch between adjacent plies
2. Delamination is (probably) coupled with ply failure

Delamination sequence

X
Example: Dynamic axial
composite tube crushing

19

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composite failure modes

Mechanical Loading

2.Compressive failure in the fiber direction.


3.Tensile, or compressive, failure in the
transverse directions.
4.Fiber debonding at the fiber-matrix
interface (often occurs under shear loads).
5.Matrix crazing (microscopic cracks) due to
loading, aging, curing, thermal stresses...

20

11

Fibre tensile
rupture

11

Fibre compression
kink band

1
22

22

Transverse tension /
compression
3

Matrix transverse tensile cracking

1
12

23
23

7.Others.

Matrix shear cracking

Out-of-plane shear

Inter-laminar
Failure

This may also be due to other causes, such


as excessive deflections or buckling.

Fractographs of the Failure Zone

12
In-plane shear

6.Delamination: Separation between plies at


the
h resin rich
h interface.
f

In addition there may be other causes for


structural failure; e.g.

Matrix Failure

1.Tensile failure in the fiber direction; this


may start at stress levels well below
ultimate failure.

Intra-laminaar Failure

Failure of composites can be due to:

Fibre Failure

Delamination
(Mode-I)
Ply separation

10

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Types of composite elements in PAM-CRASH (and most other codes)


3D - SOLID Composite element
Generally: Most codes have either a homogenised orthotropic
element; some also have a multi-layered element.
PAM- uses a Bi-phase composite law with linear or non-linear
fib
fibers.
Th
There is
i no multi-layered
lti l
d solid;
lid either
ith homogenisation,
h
i ti
or many layers of solids would be needed for the laminate.
2D Multi-layered composite shell
Generally: Most codes have either a homogenised orthotropic
element; some also have a multi-layered element.
PAM- uses the Bi-phase and Global ply models in multi-layered
form for both UD (Uni-Directional) and woven composites.
1D (Bar or beam) composite element
Not available and makes little sense.
(1D) Delamination interface element
Tied interface specifically for delamination modelling. Rather
specialised, but becoming popular, especially in explicit codes.
PAM- has several delamination models.

21

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Common Composite laminate modelling methods today


Shell

Solid

Stacked Shell

CPU efficient, but of limited accuracy; especially if


delamination is important.

CPU expensive (timestep and number of


elements), but potentially good accuracy.

Stacked shells (for ply failure) with


tied interfaces
inte faces (for
(fo delamination
failure).
In this case solid elements are used
only to model the core in this
sandwich composites.
CPU costs are reasonable for large
structures.

22

11

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Summary of PAM-CRASH ply failure and damage models

Classical Ply models for in-plane (intra-ply) failure.


These models are for failure prediction (actual or for visualisation only). For failure,
once the criteria is reached,
reached the element is eliminated over a number of cycles:

Limit criteria: Maximum Stress and Maximum Strain

Quadratic failure criteria: Tsai-Hill and Tsai-Wu

Others (Puch, Hoffman )

Ply damage models suitable for Crash/Impact cases.


These models allow independent, or coupled, progressive damage and failure of
the different failure modes that can occur in a composite.
composite Two models are
available:

The PAM-CRASH Bi-phase model

The Ladeveze and Le Dantec model

23

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Classical Ply failure versus impact/crash damage models


Classical Ply (intra-ply) failure models

Classical ply failure models include:


Max. stress
Max. strain
Tasi
Tasi-Hill/Wu
Hill/Wu
Puck + many others..

Useful for:
First (or maybe last) ply failure
Limit load design
Damage models for impact and crash

For impact/crash we need other


criteria:
Identification of each failure mode
Independent damage/failure of
each failure mode:

24

o Fibre failure in tension


o Fibre buckling in compression
o Transverse or shear matrix

1
22

Transverse tension /
compression

22

Matrix transverse tensile cracking

12

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Damage type methods suitable for impact and crash: Allows treatment
of individual composite damage modes
The FE code PAM-CRASH contains two damage models suitable for impact and crash
analysis of composites.
Th are typical
They
t i l state-of-the-art
t t f th
t models
d l in
i this
thi field;
fi ld the
th main
i features
f t
are:
1.

The Bi-phase model (for UD and woven composites)


a. Considers fibre and matrix separately for mechanical stiffness and failure.
b. Uses simple damage mechanics to degrade mechanical stiffness properties.
c. A useful model if only limited or composites manufacturers data is available.

2.

The global ply model (UD composites):


a. Considers the composite as a homogenised orthotropic material.
b. Uses damage and plasticity laws to degrade mechanical properties.
c. Probably more accurate, but does require some special (non standard) mechanical
testing for shear behaviour.

25

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Ply Model 1: The Bi-Phase ply damage model


The model separates matrix and fibre phases
(Bi-phase). For each phase separate matrix and
fibre damage functions can be defined.
Calibration against coupon tests is not straightforward
forward.

FIBERS (f) +

=
UD-COMPOSITE (UD)
3

MATRIX (m)

2
=

UD= unidirectional
f = fiber
m = matrix

stress

Simple damage functions are used to degrade


mechanical properties for fibres and matrix phases,

E() = (1 - d ()) Eo

Eo
E()
Residual
strength

Damage function: this is based on the state


of fibre strain,, or J1/J2
/ in the matrix.
Various (standard) techniques
are available for definition of the
fibre directions.

26

OR information may be
transferred from a pre- draping
analyses (V2010).

strain

Z
8
global
system

n2
l
l

l
l

l
l

l
l

l
l

5
4

n1

y
4

2
1
local system
for bricks

2
local system
for shells

13

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

PAM-CRASH Bi-phase composites model calibration

We have already done this in Lecture 6. See


previous notes.
Also, for the Bi-phase and Global ply models there
are worked examples showing the calibration
process. See the web address:

27

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Ply Model 2: The Global Ply damage model


Three damage variables, d1, d2 and d12, characterise ply damage:
1. Axial (Fibre breakage):

E 1 = E1 o ( 1 - d1 )

2. Transverse ((Matrix microcracking):


g)

E 2 = E2 o ( 1 - d2 )

3. Shear (Fibre matrix debonding):

G12= G12o (1 - d12 )

E1

2
1

G12

Gd = Go (1 - d12 )
Go

12

23
22

E2
13

12

11

21

Ed = Eo (1 - d)

Fibre direction response

Model needed for


damage growth

12

Diffused matrix
microcracking
due to
transverse
loading

22

12

Shear direction response

Model needed for damage


and plasticity growth

11

Fib
/ ti
Fibre/matrix
interface
debonding
due to
shear
loading
1

Fibre failure due


axial loading

28

14

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Global ply (Ladeveze and Le Dantec Model): Required tests


Matrix micro-cracking

Fibre matrix debonding

Tension/compression in the
transverse (2) direction

Shear type loading in the


1-2,, 2-3,, 1-3 direction

Fibre rupture:
Tension/compression in
fibre (1) direction
Some basic assumptions:
Original model for UD composites (but can be applied to woven etc.)
Uses homogeneous continuum mechanics and damage mechanics
Tries
phenomena
T i to
t model
d l experimentally
i
t ll observed
b
d failure
f il
h

Test series

Tension test on [0]8 laminates

29

IFB

> Tension data

Tension test with load/unload cycles on [45 ]2S laminates

> Shear data (plas./ damage)

Tension test with load/unload cycles on [+45]8 laminates

> transverse tension and


coupling data

Tension test [67.5]2S laminates

> (2) and (1-2) coupling data

Compression test [0]8 laminates

> Compression data

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Some features required by composite ply damage and failure models


Shear and transverse directions

Fibre Direction

250

200

e.g. residual
damage =0.9

E=131 GPa

150

100

50

E=118 GPa

0
0.000

30

Non-symmetric modulus in tension-compression

Non-symmetric failure in tension-compression

Non-linear modulus (especially in compression)

Residual damage

30

experiment
simulation
0.050

0.100

0.150

0.200

0.250

Shear is symmetric but non-linear with


coupled modulus damage and plasticity

Criteria for failure (e.g. Critical shear


damage)

Similar methods are required for


transverse matrix loading and failure
30

15

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Typical fitting simulation to test (Woven fabric Global ply)


-0.009

-0.008

-0.007

-0.006

-0.005

-0.004

-0.003

-0.002

-0.001

1000

0
0

900

M46J Experimental
M46J Sim
T1000J Experimental
T1000J Sim

-50

Tension

Simulation T1000J
Experiment T1000J
Simulation M46J
Experiment M46J

800
700

-100

xx (MPa)

xx

600
-150

Compression

500
400

-200

300
-250

200
100

-300

0
0

-350

0.002

0.004

0.006

0.008

0.01

0.012

0.014

0.016

xx

xx

180

160

140

xx (MPa)

120

100

80
Simulation 7
Specimen 7
Simulation 11
Specimen 11

60

40

Shear

20

0
0

0.02

31

IFB

0.04

0.06

0.08

0.1

0.12

0.14

xx

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Finite Elements: Impact and crash modelling


of composites
Further theory on the Explicit FE method
Composites impact and crash modeling:
o Ply failure and damage
o Axial crash
o Delamination
Examples of composite crash modeling from Motorsport
Composites tutorials (number 10, 11, 12 on the web)
32

16

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Axial composite crash energy absorbers: Automotive applications

a)

b)

Courtesyy VW

The Volkswagen EcoRacer concept car:


a) Complete vehicle,
b) Continuous Carbon Fibre Reinforced
Composite body structure

Courtesy Mercedes McLaren

33

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

SAE for tubes (100mm diameter and crush load of ca. 70kN)

Dynamic Axial
Aluminium Tube
Internal enerrgy kJ/kg

Typical Automotive steel


crash can (10-15 kJ/kg)
34

Dynamic Off-Axis
Composite Tube

Dynamic Axial
Composite Tube
120
100
80
60

66

40
20

11.3

Reihe1

18.7

28.3

Mild
Steel

Dual
Phase
Steel

Trip Steel

11.3

18.7

28.3

29.4

25.9

36.3

STS
Al 6000
Mg: AZ31 Mg: AZ61 Carbonseries
Epoxy
29.4

25.9

102

36.3

66

HTS
CarbonEpoxy
102

17

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Composite failure broken down into three key mechanisms

Fracture
initiation
Fracture
propagation
3D crushing
/fracturing
zone
Potential
crushing,
buckling,
delamination
transverse
cracking,etc
zone

1. Base
composite:
2. Fracturing
Progressively
composite:
damages in
treated as a
the fracturing
ccrushing
us g
zone
material crush
strength from
testing

3. Delamination:
Always active

35

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Axial crushing problems

Composites modelling:
For impact and crash
Initial central
mode 1 crack

Central crack
opens

The trigger initiates a local process zone that self


propagates as crushing advances.
An numerical model must differentiate between the 3D
fracture process and failure for the undamaged part.
Fracture
initiation

Additional mixed
mode splitting

Fracture
propagation
3D crushing/
fracturing
zone

3
Central wedge
of debris

Potential failure
zone (ply failure
delamination,
buckling etc.)

Approximately
constant
crushing zone

4
36

18

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

The two predominant crushing modes for composite tubes


1. Central cracks developing into a
spaying mode

2. Central cracks developing into a


Transverse
Transverse shear
shear fracturing mode

Low - poor energy absorbing splayingmode

Lack of hoop fibres (or through thickness


strength) to constrain axial crash and
fragmentation

High - good energy absorbing

3. Buckling also possible with open braids and ductile Kevlar


type fibre composites
37

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Meso modeling the `splaying mode


Debris

Wedge

Splaying Fronds

Centre Wall Crack

110
Experimental Crush
FE Analysis
90

Load [kN]

70

Collaboration ESI
GmbH and Nuno
Lourenco PhD
Nottingham 1999

50

30

10

-10

38

10

Displacement [mm]

19

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Simulation models for axial crash


Some issues:
Questionable if conventional coupon and DCB type tests can
yield sensible data to represent failure and fragmentation
mechanisms in the crushing zone.
If calibration of the model is needed then it will not be valid
for the uncracked materials remote from the crush front.
We need a model that is valid for the crush front and the rear
composites section, and can properly capture effects such as
lay-up variations and materials types.

39

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

TECABS project: Crushing via local crushing elements at crush zone


Crushing
element zone

Conventional
composite
element

kN

40

20

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Early ESI solution via Energy Eating Contact


Master (contact surface) and Slave (impacting body).
Elements do not collapse and crush; thus avoiding timestep problems. They simple
pass though the contact surface, passing on load to the composite structure. Once
through the wall they are eliminated.
Features implemented to account for axial and oblique impact.
Consumed
area

Elastic domain
for unloading
Intersection line

Master

i
Slave i

Penalty
stiffness

Origin of
fragmentation
force

II
III

Remaining
area
a)

I
c)

Greve L. Pickett AK. and Payen F., Experimental testing and


phenomenological modelling of the fragmentation process of braided
carbon/epoxy composite tubes under axial and oblique impact, submitted
for publication in Composites Part B, Spring 2007.

41

IFB

b)

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

New (V2011) solution based on crushing elements

Pre-defined row of
trigger elements

Conventional composites elements


Crushing element zone:
Elasto-plastic crush behaviour law
ESI Frozen metric for timestep control
Techniques to progress crush zone

Overview
Trigger zone
Damage

Geometry courtesy

DLR and IFB

Methods based on

concepts from the


CEC TECABS project

42

21

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Experimental testing for axial crush parameters

Input data for axial crushing requires crush data:


work
Unsupported test specimens do not work.
Some people are trying rigs that provide lateral
support and force axial fragmentation.
Others use tubes, omega shapes where the
geometry provides the necessary support.

Ideally the real geometry and layups should be


used; e.g. A box type section will probably be poorly
represented by any of the above methods.
43

IFB

43

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Finite Elements: Impact and crash modelling


of composites
Further theory on the Explicit FE method
Composites impact and crash modeling:
o Ply failure and damage
o Axial crash
o Delamination
Examples of composite crash modeling from Motorsport
Composites tutorials (number 10, 11, 12 on the web)
44

22

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Low Velocity Impact: Delamination patterns and how it develops


Delamination occurs between plies of different orientations (not the same orientation)
Largely depends on ratio of the fiber and matrix properties
90

Transverse tensile cracks initiate (due to shear)

SFD

90

From transverse cracks delaminations at the


interfaces and additional transverse cracks develop

45

-45

In general: Delamination is peanut shaped and has its major


axis in the direction of the lower fibers at the interface

45

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Delamination test methods


Two test types will be needed to model delamination:
1. Use a strength of materials approach to
determine if a crack starts (e.g. look at the
maximum tensile strains compared to the
allowable limits)
limits).
2. Use an energy based criterion to determine if and
how (much) the crack grows.

The Arcan test


and composite
specimen for
initial failure

Critical stress or strain


a crack starts if > allowable
For GIC, GIIC interaction
Mode 1

Mode 2

Mode 3

For GIIC

For GIC

Mode I Double
Cantilever Beam (DCB)

Mode II End Notched


Flexure (ENF)

Critical strain energy release rate GIC, GIIC

46

Mode I/II Mixed Mode


Bending (MMB)

a crack grows if GI > GIC, or GII > GIIC

23

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Delamination fracture toughness test (Mode I): The simplest (so-called)


area method

From the test a plot of force P versus opening displacement is recorded.


For a load P1 corresponding to opening 1, the load drops to P2 at opening 1 during a
crack extension a.

GI

47

IFB

change in energy
A

aarea
ea o
of ccrack
ac g
growth
owt
b a
1 P1 1 P2 2

b a
2

Beware there are better methods see literature, eg: ISO


international standard DIS15024, Fibre-reinforced plastic
composites Determination of Mode I interlaminar fracture
toughness, GIC, for unidirectionally reinforced materials.

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

The DCB test (Mode I): Example results

1400

1200

1000

800

600

400

Results tend to jump due a stick-slip


effects.

48

NCF results higher due to fibre bridging.


The woven materials have a clean
break.

Woven Fabric 90 lay-up

200

Non Crimp Fabric 90 lay-up


0

60

90

120

150

crack length [mm]

48

24

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

The Mode II End Notched Flexure test

Mode II

Mode III

Numerous theories for GIIC are available; e.g. The directed beam theory method. This uses
the measured load-point displacement in the fracture toughness calculation:
P

G IIC

9 Pa 2
2b 2 L3 3a 3

where b is the width and the


deflection at the load point

Beware: This has not become a standard test and is unlikely to it is unreliable further
details are described in the protocol: ASTM draft standard D30.06: Protocol for inter-laminar
49

fracture testing, End-Notched Flexure (ENF), revised April 24, 1993.

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

The Mixed Mode (I-II) Bending (MMB) Test


DCB
+
ENF
c

MMB

G /G =4/1
I

II

1200

WF

G /G =1/1
I

II

NCF

1000

Length of the lever arm (c) is variable


and this controls the ratio of GIC/GIIC
loading at the crack tip

800

600

G /G =1/4
I

II

..
o
o
o

400

For details and formulae to compute GIc and GIIc


see: Reeder J R and Crews J H, Mixed-mode

200

0
0

50

500

1000

.
o

1500

2000

IIC

[J/m ]

2500

o
3000

o
3500

bending method for delamination testing, AIAA


Journal, Vol. 28, No. 7, pp 1270-1276, 1989.

25

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Inter-ply tests for initial failure stress and fracture energy


The so-called Arcan test can be used for
initial failure stress in an uncracked material
(no standardised test exists).

The Arcan test


and composite
specimen for
initial failure

stress

The standard DCB,, ENF and MMB tests are


used for fracture toughness.

initiation
II

propagation

opening displacement

Cyclic loading
shear (Mode II)

Cyclic loading
compression response
(Mode I)

51

IFB

The DCB test


The ENF test

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Example: Plate impact with and without pre-loading


Steel frame

40000

UD-unloaded panel
UD-preloaded panel

35000

Composite panel
Loading tab

30000
25000
20000
15000

Damage

10000
5000
0
0

0.002

0.004

0.006

0.008

0.01

0.012

0.014

Delamination
40000

35000

E unloaded
Exp
l d d panell

35000

30000

Sim unloaded panel

30000

25000

Unloaded

20000
15000

Force [N]

Force [N]

40000

Exp preloaded panel


Sim preloaded panel

25000
20000

Delamination

Pre-loaded

15000
10000

10000

5000

5000

0
0

0,005

0,01

0,015

Time [s]

0,02

0,025

0,005

0,01

0,015

0,02

0,025

Time [s]

52

26

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Mode I/II Mixed Mode Bending (MMB)

G /G =4/1
I

GI GII


1
GIn GIIn

II

1200

WF

G /G =1/1
I

II

NCF

1000

800

600

GI/GII=1/4
o
o

..
o

400

200

0
0

500

53

1000

.
o

1500

2000

2500

3000

3500

IIC

[J/m ]

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014

IFB Institut fr Flugzeugbau, University Stuttgart


Input data for the delamination model

II

initiation

stress

propagation

Data on the
interface mechanical
properties
Data on the
interface fracture
properties
opening displacement

Cyclic loading
compression response
(Mode I)

The DCB test

Data on the
GIC/GIIC interaction
properties
54

27

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Structures of the PAM-CRASH delamination input


Tied interface cards:
Type 303- Defines the
delamination interface data

Two plies:
Matching nodes
identified with
RDIST parameter
Materials cards:
Type 303- Defines the
delamination interface data

Parts cards:
Provide link to materials cards
Main parameter is the search
distance RDIST

55

IFB

55

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Validation of DCB, ENF and


MMB tests

DCB

ENF

a) Pure Mode testing

MMB

c = 95 mm

c = 41 mm

crack tip

simulation
test

c = 27 mm
b) mixed Mode testing

56

28

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Delamination test and modelling of a honeycomb panel (F1 structure)

1000
900

Exp

800

Sim

Load ((N)

700

Failure actually occurs as


tearing of the thin foil
Aluminium.

600
500
400

But is treated here as a


delamination type failure.

300
200
100
0
0

10

12

14

16

Note solids or shells may


be joined.

Displacement (mm)

57

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Finite Elements: Impact and crash modelling


of composites
Further theory on the Explicit FE method
Composites impact and crash modeling:
o Ply failure and damage
o Axial crash
o Delamination
Examples of composite crash modeling from Motorsport
Composites tutorials (number 10, 11, 12 on the web)
58

29

IFB

Composites modelling:
For impact and crash

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Formula 1: Front crash and side impact panels

DFC9 Conference
Sheffield, UK, April 2007

59

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Experimental testing

Video of experimental test


(mainrails impacting wall)
Tests (also) sometimes go wrong!

60

30

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Finite Elements: Impact and crash modelling


of composites
Further theory on the Explicit FE method
Composites impact and crash modeling:
o Ply failure and damage
o Axial crash
o Delamination
Examples of composite crash modeling from Motorsport
Composites tutorials (number 10, 11, 12 on the web)
61

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

EXERCISES: Impact of composites (damage and delamination)

Tutorials 10, 11 and 12:


Read in each model.pc file and study the various entities,
Run each model and study the results; for example,
o Energy balance (internal, external and total energies)
o Contact (or section) forces...

62

31

IFB

A.K. Pickett, 2013-2014


Institut fr Flugzeugbau, University Stuttgart

Composites modelling:
For impact and crash

Another (metal) crash problems

63

32

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