The effect of impactor mass and velocity on the structural response and damage modes of non-crimp and 2D braided CFRP panels
department or school: Applied Science, Faculty of
department or school: Materials Engineering, Department of
data provider: DSpace
degree campus: UBCV
creator: Nesbitt, Scott Jonathan
issued: 2020-12-24T00:29:04Z
issued: 2020
related degree: Master of Applied Science - MASc
degree grantor: University of British Columbia
description: The market demand for reduced operating costs and carbon emissions, together with competition and regulatory changes are primary drivers for improving vehicle efficiency. One method of improving efficiency is lightweighting, where composite materials can play a role due to their high specific stiffness and strength. Aircraft manufacturers have made use of these properties for many years, but they have the benefit of longer design programs (4-8 years) and production run lifetimes (20-30 years) to make extensive prototype testing feasible and economical. Automotive manufacturers do not have such long timescales or price-inelastic customers and must largely rely on computer simulation to design fit-for-purpose components in compressed timelines. Unfortunately, accurate structural simulation of composite materials is a challenge, owing to various path dependent failure modes and the influence of manufacturing processes on the material properties throughout the part, among other complexities. Consequently, new composite product design still relies heavily on physical testing. The aim of this thesis is to assist with improving modelling capabilities by providing insight into how damage develops in composite materials of interest to the automotive industry, through instrumented testing and damage characterization. These tests range from quasi-static deflection to high-velocity transverse impact. The materials investigated are non-crimp fabric (NCF) and 2D braid carbon fibre reinforced epoxy because they show promise for economical, high-rate manufacturing. It is found that the 2D braid does not show a delamination test rate sensitivity, owing to the stiffness mismatch being constrained within a single layer that can arrest cracks with its intra-ply fibres. The result is more localized fragmentation in the 2D braid material. Conversely, NCF materials delaminate substantially more under high-velocity impact conditions due to large shear stresses early on, combined with large…
aggregated CHO: https://circle.library.ubc.ca/rest/handle/2429/76885
note: The Effect of Impactor Mass and Velocity on the Structural Response and Damage Modes of Non-Crimp and 2D Braided CFRP Panels by Scott Jonathan Nesbitt BSc., The University of Calgary, 2013 A THESIS SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF MASTER OF APPLIED SCIENCE in THE FACULTY OF GRADUATE AND POSTDOCTORAL STUDIES (Materials Engineering) THE UNIVERSITY OF BRITISH COLUMBIA (Vancouver) December 2020 © Scott Jonathan Nesbitt, 2020 ii The following individuals certify that they have read, and recommend to the Faculty of Graduate and Postdoctoral Studies for acceptance, a thesis/dissertation entitled: The Effect of Impactor Mass and Velocity on the Structural Response and Damage Modes of Non-Crimp and 2D Braided CFRP Panels submitted by Scott Jonathan Nesbitt in partial fulfillment of the requirements for the degree of Master of Applied Science in The Faculty of Graduate and Postdoctoral Studies Examining Committee: Anoush Poursartip, Materials Engineering Supervisor Reza Vaziri, Civil Engineering Supervisory Committee Member Chadwick Sinclair, Materials Engineering Additional Examiner Daan Maijer, Materials Engineering Additional Examiner iii Abstract The market demand for reduced operating costs and carbon emissions, together with competition and regulatory changes are primary drivers for improving vehicle efficiency. One method of improving efficiency is lightweighting, where composite materials can play a role due to their high specific stiffness and strength. Aircraft manufacturers have made use of these properties for many years, but they have the benefit of longer design programs (4-8 years) and production run lifetimes (20-30 years) to make extensive prototype testing feasible and economical. Automotive manufacturers do not have such long timescales or price-inelastic customers and must largely rely on computer simulation to design fit-for-purpose components in compressed timelines. Unfortunately, accurate structural simulation of c…
has type: Thesis/Dissertation
date issued: 2021-05
is shown at: 10.14288/1.0395386
language: eng
degree discipline: Materials Engineering
provider: Vancouver : University of British Columbia Library
publisher: University of British Columbia
rights: Attribution-NonCommercial-NoDerivatives 4.0 International
rights URI: http://creativecommons.org/licenses/by-nc-nd/4.0/
scholar level: Graduate
type: Text
identifier URI: http://hdl.handle.net/2429/76885