Hostname: page-component-74656f9884-npj9w Total loading time: 0 Render date: 2026-11-08T02:26:03.037Z Has data issue: false hasContentIssue false

An experimental method to determine the intralaminar fracture toughness of high-strength carbon-fibre reinforced composite aerostructures

Published online by Cambridge University Press:  30 July 2018

H. Liu
Affiliation:
School of Mechanical and Aerospace Engineering, Queen's University Belfast, Belfast, UK
B.G. Falzon*
Affiliation:
School of Mechanical and Aerospace Engineering, Queen's University Belfast, Belfast, UK
G. Catalanotti
Affiliation:
School of Mechanical and Aerospace Engineering, Queen's University Belfast, Belfast, UK
W. Tan
Affiliation:
Engineering Department, University of Cambridge, Cambridge, UK
Rights & Permissions [Opens in a new window]

Abstract

Carbon fibres with high tensile strength are being increasingly utilised in the manufacture of advanced composite aerostructures. A Modified Compact Tension (MCT) specimen is often deployed to measure the longitudinal intralaminar fracture toughness but a high tensile strength often leads to premature damage away from the crack tip. We present an approach whereby the MCT specimen is supported by external fixtures to prevent premature damage. In addition, we have developed a novel measurement technique, based on the fibre failure strain and C-scanning, to determine the crack length in the presence of surface sublaminate delamination which masks the crack tip location. A set of cross-ply specimens, with a ((90/0)s)4 layup, were manufactured from an IMS60/epoxy composite system Two different data reduction schemes, compliance calibration and the area method, are used to determine the fibre-dominated initiation and propagation intralaminar fracture toughness values. Propagation values of fracture toughness were measured at 774.9 ± 5.2% kJ/m2 and 768.5 ± 4.1% kJ/m2, when using the compliance calibration method and the area method, respectively. Scanning Electron Microscopy (SEM) is carried out on the fracture surface to obtain insight into the damage mechanism of high-tensile-strength fibre-reinforced unidirectional composites. The measured tensile fracture toughness value is used in a fully validated computational model to simulate the physical test.

Information

Type
Research Article
Copyright
Copyright © Royal Aeronautical Society 2018 
Figure 0

Figure 1. Schematic of RIFT system.

Figure 1

Table 1 Mechanical properties of IMS60/epoxy

Figure 2

Figure 2. MCT specimen (all dimensions are in mm).

Figure 3

Figure 3. (a) High risk areas for premature damage of non-grooved specimen; images of compressive damage at (b) back end, (c) upper and lower side (d) load point.

Figure 4

Figure 4. (a) Assembled fixtures and specimen, (b) external fixture items and (c) exploded view of specimen and fixtures.

Figure 5

Figure 5. (a) Schematic of specimen and fixtures (b) experiment set-up for MCT tests.

Figure 6

Figure 6. Area method for determining the fracture toughness.

Figure 7

Figure 7. (a) Schematic of damage evolution, definition of (b) the localised linear strain and (c) the actual crack length.

Figure 8

Figure 8. (a) C-scan system and (b) measured delaminated area.

Figure 9

Figure 9. Determination of crack tip.

Figure 10

Figure 10. Compliance versus crack length.

Figure 11

Figure 11. Fracture toughness values obtained from (a) the area method and (b) the compliance calibration method.

Figure 12

Table 2 Comparison of initiation and propagation values of fracture toughness (kJ/m2)

Figure 13

Figure 12. Images of (a) damaged specimen and (b) top view of the fracture surface obtained from a SEM examination.

Figure 14

Table 3 Material properties for IMS60 carbon-fibre/epoxy

Figure 15

Figure 13. (a) Finite element model and (b) fibre damage in the 0° ply.

Figure 16

Figure 14. Matrix damage in the 90° ply obtained from (a) experiment and (b) simulation.

Figure 17

Figure 15. Comparison of delamination maps obtained from (a) C-scan measurement and (b) the numerical simulation.

Figure 18

Figure 16. (a) Comparison of load versus displacement curves and (b) the details of energy dissipation (dash lines) obtained from simulation.