Category Archives: mechanics

Spatio-temporal damage maps for composite materials

Earlier this year, my group published a new technique for illustrating the development of damage as a function of both space and time in materials during testing in a laboratory.  The information is presented in a damage-time map and shows where and when damage appears in the material.  The maps are based on the concept that damage represents a change in the structure of the material and, hence, produces changes in the load paths or stress distribution in the material.  We can use any of a number of optical techniques to measure strain, which is directly related to stress, across the surface of the material; and then look for changes in the strain distribution in real-time.  Wherever a permanent change is seen to occur there must also be permanent deformation or damage. We use image decomposition techniques that we developed some time ago [see ‘Recognizing strain‘ on October 28th, 2018], to identify the changes. Our damage-time maps remove the need for skilled operators to spend large amounts of time reviewing data and making subjective decisions.  They also allow a large amount of information to be presented in a single image which makes detailed comparisons with computer predictions easier and more readily quantifiable that, in turn, supports the validation of computational models [see ‘Model validation‘ on September 18th, 2012].

The structural integrity of composite materials is an on-going area of research because we only have a limited understanding of these materials.  It is easy to design structures using materials that have a uniform or homogeneous structure and mechanical properties which do not vary with orientation, i.e. isotropic properties.  For simple components, an engineer can predict the stresses and likely failure modes using the laws of physics, a pencil and paper plus perhaps a calculator.  However, when materials contain fibres embedded in a matrix, such as carbon-fibres in an epoxy resin, then the analysis of structural behaviour becomes much more difficult due to the interaction between the fibres and with the matrix.  Of course, these interactions are also what make these composite materials interesting because they allow less material to be used to achieve the same performance as homogeneous isotropic materials.  There are very many ways of arranging fibres in a matrix as well as many different types of fibres and matrix; and, engineers do not understand most of their interactions nor the mechanisms that lead to failure.

The image shows, on the left, the maximum principal strain in a composite specimen loaded longitudinally in tension to just before failure; and, on the right, the corresponding damage-time map indicating when and where damage developing during the tension loading.

Source:

Christian WJR, Dvurecenska K, Amjad K, Pierce J, Przybyla C & Patterson EA, Real-time quantification of damage in structural materials during mechanical testing, Royal Society Open Science, 7:191407, 2020.

Reinforcement ensures long-term structural integrity

Last month when I was in Taiwan [see ‘Ancient Standards‘ on January 29th, 2020] , I visited Kuosheng Nuclear Power Plant which has a pair of boiling water reactors that each generate 986 MWe, or between them about 7% of Taiwan’s electricity.  The power station is approaching the end of its licensed life in around 2023 after being constructed in 1978 and delivering electricity commercially for about 40 years, since the early 1980’s.  There is an excellent exhibition centre at the power station that includes the life-size mock-up of the reinforcement rods in the concrete of the reactors shown in the photograph.  I am used to seeing reinforcing bar, or rebar as it is known, between 6 to 12mm in diameter on building site, but I had never seen any of this diameter (about 40 to 50mm diameter) or in such a dense grid.  On the other hand, we are not building any nuclear power stations in the UK at the moment so there aren’t many opportunities to see closeup the scale of structure required.

When seeing nothing is a success

In November I went to Zurich twice: once for the workshop that I wrote about last week [see ‘Fake facts and untrustworthy predictions’ on December 4th, 2019]; and, a second time for a progress meeting of the DIMES project [see ‘Finding DIMES’ on February 6th, 2019].  The progress meeting went well.  The project is on schedule and within budget. So, everyone is happy and you are wondering why I am writing about it.  It was what our team was doing around the progress meeting that was exciting.  A few months ago, Airbus delivered a section of an A320 wing to the labs of EMPA who are our project partner in Switzerland, and the team at EMPA has been rigging the wing section for a simple bending test so that we can use it to test the integrated measurement system which we are developing in the DIMES project [see ‘Joining the dots’ on July 10th, 2019].  Before and after the meeting, partners from EMPA, Dantec Dynamics GmbH, Strain Solutions Ltd and my group at the University of Liverpool were installing our prototype systems to monitor the condition of the wing when we apply bending loads to it.  There is some pre-existing damage in the wing that we hope will propagate during the test allowing us to track it with our prototype systems using visible and infra-red spectrum cameras as well as electrical and optical sensors.  The data that we collect during the test will allow us to develop our data processing algorithms and, if necessary, refine the system design.  The final stage of the DIMES project will involve installing a series of our systems in a complete wing undergoing a structural test in the new Airbus Wing Integration Centre (AWIC) in Filton, near Bristol in the UK.  The schedule is ambitious because we will need to install the sensors for our systems in the wing in the first quarter of next year, probably before we have finished all of the tests in EMPA.  However, the test in Bristol probably will not start until the middle of 2020, by which time we will have refined our algorithm for data processing and be ready for the deluge of data that we are likely to receive from the test at Airbus.  The difference between the two wing tests besides the level of maturity of our measurement system, is that no damage should be detected in the wing at Airbus whereas there will be detectable damage in the wing section in EMPA.  So, a positive result will be a success at EMPA but a negative result, i.e. no damage detected, will be a success at Airbus.

The DIMES project has received funding from the Clean Sky 2 Joint Undertaking under the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 820951.

 

The opinions expressed in this blog post reflect only the author’s view and the Clean Sky 2 Joint Undertaking is not responsible for any use that may be made of the information it contains.

Fake facts & untrustworthy predictions

I need to confess to writing a misleading post some months ago entitled ‘In Einstein’s footprints?‘ on February 27th 2019, in which I promoted our 4th workshop on the ‘Validation of Computational Mechanics Models‘ that we held last month at Guild Hall of Carpenters [Zunfthaus zur Zimmerleuten] in Zurich.  I implied that speakers at the workshop would be stepping in Einstein’s footprints when they presented their research at the workshop, because Einstein presented a paper at the same venue in 1910.  However, as our host in Zurich revealed in his introductory remarks , the Guild Hall was gutted by fire in 2007 and so we were meeting in a fake, or replica, which was so good that most of us had not realised.  This was quite appropriate because a theme of the workshop was enhancing the credibility of computer models that are used to replicate the real-world.  We discussed the issues surrounding the trustworthiness of models in a wide range of fields including aerospace engineering, biomechanics, nuclear power and toxicology.  Many of the presentations are available on the website of the EU project MOTIVATE which organised and sponsored the workshop as part of its dissemination programme.  While we did not solve any problems, we did broaden people’s understanding of the issues associated with trustworthiness of predictions and identified the need to develop common approaches to support regulatory decisions across a range of industrial sectors – that’s probably the theme for our 5th workshop!

The MOTIVATE project has received funding from the Clean Sky 2 Joint Undertaking under the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 754660 and the Swiss State Secretariat for Education, Research and Innovation under contract number 17.00064.

The opinions expressed in this blog post reflect only the author’s view and the Clean Sky 2 Joint Undertaking is not responsible for any use that may be made of the information it contains.

Image: https://www.tagesanzeiger.ch/Zunfthaus-Zur-Zimmerleuten-Wiederaufbauprojekt-steht/story/30815219