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Abstract
In this paper the results of experimental works pertaining to the crash behaviour, collapse modes and crashworthiness characteristics of carbon bre reinforced plastic (CFRP) tubes that were subjected to static axial compressive loading are presented in
detail. The tested specimens were featured by a material combination of carbon bres in the form of reinforcing woven fabric in
thermosetting epoxy resin, and they were cut at various lengths from three CFRP tubes of the same square cross-section but dierent
thickness, laminate stacking sequence and bre volume content. CFRP tubes were compressed in a hydraulic press of 1000 kN
loading capacity at very low-strain rate typical for static testing. The inuence of the most important specimen geometric features
such as the tube axial length, aspect ratio and wall thickness on the compressive response and collapse modes of the tested tubes is
thoroughly analysed. In addition, the eect of the laminate material properties such as the bre volume content and stacking sequence on the energy absorbing capability of the thin-wall tubes is also examined. Particular attention is paid on the analysis of the
mechanics of the tube axial collapse modes from macroscopic and microscopic point of view, emphasizing on the mechanisms
related to the crash energy absorption during the compression of the composite tubes.
2003 Elsevier Ltd. All rights reserved.
Keywords: Crashworthiness; Composite tubes; Square cross-section; CFRP; Carbon fabric; Axial compression
1. Introduction
Extensive research works in the recent decades have
shown that the use of bre-reinforced plastic composite
materials in automotive and aerospace applications may
result in signicant functional and economic benets,
ranging from increased strength and durability features
to weight reduction and lower fuel consumption [1,2]. In
particular, researchers attention has been directed towards the improvement of structural vehicle crashworthiness by using FRP composites in specic vehicle parts
as collapsible absorbers of crash energyi.e. as structural members that are able to absorb large amounts of
impact energy, while collapsing progressively in a controlled manner. Progressive deformation and stable
collapse are desired features of vehicle structures as they
reduce signicantly the forces, experienced by the passengers and the transported cargo in the event of a
sudden collision. On the contrary to conventional materials such as metals and polymers, most thin-walled
0263-8223/$ - see front matter 2003 Elsevier Ltd. All rights reserved.
doi:10.1016/S0263-8223(03)00183-1
348
Nomenclature
Eabs
Es
L
Lc
LU
m
mc
n
materials but dierent length, thickness, number of reinforcing plies and bre volume content. The inuence
of the most signicant specimen geometric features,
such as tube wall thickness and geometric aspect ratio,
and laminate material properties as the bre content and
stacking sequence, on the compressive response and
collapse modes of the tested square tubes was examined
in detail. In addition, experimental works focusedby
means of macroscopic observations and microscopic
examination of selected specimenson the analysis of
the collapse mechanisms appearing during the tube
compression and related to the crash energy absorption.
In particular, the examination concentrated on the types
of micro-failure acting on the corners of the square
tubes in the case of progressive collapse mode, since
these are importance for the spreading of collapse
mechanisms in the whole section of the tube, as depicted
in the detailed map of failure mechanisms distribution
prepared for the specimen featured by the maximum
crash energy absorption.
2. Experimental
2.1. Equipment and procedure
The axial compressive testing of the square CFRP
tubes was performed on a fully equipped and automated
SMG hydraulic press of 1000 kN loading capacity. No
special xturessuch as end clamping deviceswere
used for the tests apart from the standard at crossheads
of the press. All tests were performed at quasi-static
conditions i.e. at constant throughout the test crosshead
speed equal to 7 mm/min, which corresponds to an
overall compression strain rate of 2.6 103 s1 .
From the load, P /displacement, s curves that were
recorded directly during the testing works the following
compressive characteristics of the test specimens were
calculated and recorded:
peak load, Pmax ;
absorbed crash energy Eabs , i.e. the area under the P =s
curve;
P
P
Pmax
s
smax
t
Vf
w
compressive load
average crushing load
peak compressive load
displacement of the press crosshead
total displacement
tube wall thickness
bre volume content
side width of the square tube
11.3
23.7
7.6
8.2
9.1
24.9
23.2
38.1
14.0
166
139
166
237
199
237
117
232
296
1879
3298
1255
1950
1820
5910
2713
8846
4134
II
I, III
II
III
III
I
III
I
I, III
2.67
2.18
6.09
3.10
7.07
2.28
2.59
1.52
3.78
68.20
62.40
20.40
70.60
34.50
96.20
98.30
167.50
67.30
182.16
136.18
124.20
219.00
244.00
219.00
254.53
254.60
254.60
27.60
52.88
61.40
27.60
52.80
61.40
27.60
52.82
61.40
2.63
2.68
2.60
3.73
3.40
3.40
4.43
4.30
4.43
0.43
0.94
1.12
0.46
0.94
1.12
0.46
0.90
1.15
46.0
100.1
119.2
50.7
101.6
121.2
50.3
99.7
127.2
Thickness,
t (mm)
Aspect ratio,
(L=w) ()
Length, L
(mm)
10
10
10
14
14
14
18
18
18
AC-CT1-A-01
AC-CT1-B-01
AC-CT1-C-01
AC-CT2-A-01
AC-CT2-B-01
AC-CT2-C-01
AC-CT3-A-01
AC-CT3-B-01
AC-CT3-C-01
Test specimen
ID
2.3. Results
Table 1
Exact dimensions, material data and crashworthy characteristics of the tested specimens
Maximum
deformation, smax
(mm)
349
46.3
46.3
46.3
48.7
48.7
48.7
50.1
50.1
50.1
Peak load,
Pmax (KN)
Average
crushing
load, P
(KN)
Load uniformity,
LU ()
Collapse
mode ()
Specimen
mass, mc
(g)
Specic
energy, Es
(kJ/kg)
350
Fig. 2. Loaddisplacement curves of the tested CFRP specimens: (a) carbon tube CT1 specimens, (b) carbon tube CT2 specimens and (c) carbon tube
CT3 specimens.
351
Fig. 3. Axial compression of CFRP tubes/collapse mode I: (a) views of the progressive collapse of test specimen AC-CT3-B-01, (b) loaddisplacement curve (The points of the load/displacement curve corresponding to the photos of Fig. 3(a) are marked by the sequential number of each
photograph.) and (c) characteristic terminal side and plan view of the deformed specimen.
352
Fig. 4. Axial compression of CFRP tubes/collapse mode II: (a) views of the progressive collapse of test specimen AC-CT1-C-01, (b) loaddisplacement curve (The points of the load/displacement curve corresponding to the photos of Fig. 4(a) are marked by the sequential number of each
photograph.) and (c) Characteristic terminal side and plan view of the deformed specimen.
of tested tubes were obtained by means a UNIMET optical microscope, in order to enable analysis of the tube
walls deformation and failure. To facilitate the micrographic visual examination, certain pieces of the deformed
353
Fig. 5. Axial compression of CFRP tubes/collapse mode III: (a) views of the progressive collapse of test specimen AC-CT2-B-01, (b) loaddisplacement curve (The points of the load/displacement curve corresponding to the photos of Fig. 5(a) are marked by the sequential number of each
photograph.) and (c) characteristic terminal side and plan view of the deformed specimen.
354
Fig. 6. Failure map of test specimen AC-CT3-B-01 including micrographs of characteristic sections of the fractured tube wall along the tube perimeter: (a) micrograph of section (a) (1. external frond, 2. internal frond, 3. main intra-wall crack, 4. longitudinal cracks, 5. delamination of the tube
wall, 6. debris wedge, 7. reinforcing carbon fabric layer, 8. fracture of reinforcing carbon bre layers) and (b)(k) sections of the tube wall whose
position is marked on the plan view of the tube cross-section.
3. Discussion
3.1. Collapse modes and failure mechanisms
The visual observations made during the testing of
the CFRP tubes, showed that the brittle nature of the
constituent materials i.e. reinforcing carbon bres and
epoxy thermoset resin, generated brittle modes of failure
under compressive load. The other two general ways in
which, according to Hull classication [3], an FRP tube
may fail i.e. Euler overall column buckling (which is
usually observed when compressing long thin tubes) or
progressive folding with hinge formation similar to the
behaviour of ductile metal and plastic tubes, were not
observed. Three distinct modes of brittle collapse, classied as Modes I, II and III respectively, were observed
during the axial compression tests of the square tubes.
In two test cases, a combination of collapse modes I and
III was observed on dierent sides of the square tube.
Details on the collapse mode corresponding to each
particular specimen are listed in Table 1.
3.1.1. Mode I
Mode I is characterised by the progressive end-crushing of the tube, starting at one end of the tested specimenwhich could be either the one in contact with the
upper moving press crosshead or the lower stationary
one, the formation of two continuous fronds per tube
side which spread outwards and inwards and high absorption of crash energy [6,7,1214]. See Fig. 3(a) and
(c) for representative pictures of the progressive tube
collapse and characteristic terminal views of a deformed
test specimen that collapsed in mode I. This progressive
collapse mode corresponds to the splaying or lamina
bending type of stable brittle fracturein contrast to
transverse shear crushingin accordance with the classication made by Hull [3] and Farley and Jones [4]
respectively. It is worthy noticing that on the contrary to
what could be expected from previously reported experimental works [3,4], progressive collapse was observed in approximately 45% of the total number of
compression tests performedeither in all or a part of
the four sides of the tested square CFRP tubeseven
though no trigger mechanisms were used.
Progressive collapse of the CFRP tube is initiated at
the end of the elastic loading phase, when the applied
load attains a peak compressive value, Pmax . This peak
355
load depends on the geometric and material characteristics of the tested specimen [3,4,14]. As clearly indicated
in the comparative combination diagrams, the tube wall
thickness, t and the number of plies in the laminate
stacking sequence of the tested specimens inuence signicantly the size of the peak load value. At the peak
load, cracks are formed at the corners of the square tube
specimen due to local stress concentration and begin
to propagate along the tube parallel to the tube axis.
Simultaneously with the crack formation a the tube
corners, the compressive load required for the test
continuation is signicantly reduced.
Following this initial fracture phase, two continuous
fronds consisting of lamina bundles are formed and start
to spread outwards and inwards at each of the four sides
of the square tube, as depicted for example in the case of
specimen AC-CT3-B-01 in the terminal views of Fig.
3(c) and in the relative micrographs of sections (a)(e)
and (k) of the same test specimen in Fig. 6. The formation of the two fronds is combined with a main
central intra-wall crack at the end of the tube adjacent
to the area in contact with the press heads. As recorded
by the microscopic examination of the sections made
along the sides of the square tubes the length, Lc of the
intra-wall crack variestaking its maximum value at the
middle of the tube side (section (a) in Fig. 6) and vanishing close to the corners of the square tube (sections
(c) and (k) in Fig. 6). Even at its maximum value, the
length Lc of the main crack, which is in the range of one
to ten times the thickness, t of the tube wall remains very
small compared to the axial length, L of the tested
composite tubes. The non-uniform crack propagation
through the square tube walls is attributed to the material properties [3] and the changes of stresses along the
tube perimeter.
An interesting nding of the microscopic visual examination regarding the main intra-wall crack, is that
the crack does not necessarily lie on the mid-surface of
the tube wall. In fact, its distance from the mid-surface
of the tube sidewall changes along the perimeter of the
tube. This is obvious when comparing for example the
sections (a) and (c) in Fig. 6. In order to visualise this
observation as good as possible in the case of the failure
map of Fig. 6, a dashed curved line representing the
exact location of the main crack was drawn, clearly indicating that it is only partially coincident with the midsurface of the tube wall in the two sides of the tube that
collapsed in progressive wall splaying mode. The reasons justifying this through-thickness displacement of
the main crack are signicant changes of the stress eld
close to the corners of the tube and lack of uniformity in
the material properties. The immediate result of this
through thickness change of main crack position is unsymmetrical splaying of the tube walls and variable
thickness of the resulting lamina bundles that form the
external and internal fronds.
356
357
358
same amount of specimen deformation i.e. same maximum crosshead displacement smax .
In order to have a general graphical representation of
these energy characteristics and examine their dependence on the geometric and other material characteristics of the tested composite tubes a set of two
combination diagrams was created. The rst of them
(Fig. 7) depicts the absorbed crash energy Eabs and peak
load Pmax per specimen, having the test results grouped
per tube of origin of the specimens, which corresponds
to specimens of the same number of reinforcing plies,
stacking sequence and bre volume content. The second
diagram (Fig. 8) includes the specic absorbed energy Es
and the peak load Pmax per specimen but in this diagram
the grouping is made with respect to the tube collapse
mode.
In the following sub-paragraphs the inuence of the
most important geometric and material features and the
collapse mode of the tested CFRP tubes on the crash
energy absorption characteristics is thoroughly examined.
3.2.1. Amount of dissipated crash energy per collapse
mode
The energy absorption data in Table 1 and the specic energy per collapse mode diagram (Fig. 8) show
that carbon tubes, which collapse according to progressive end crushing Mode I, absorb considerably
higher amount of crash energy compared to the other
two unstable collapse modes. This feature is attributed
to the set of deformation and friction mechanisms that
359
4. Conclusions
Summarising the features pertaining to the crashworthy characteristics of the static axially compressed
360
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