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Simulating the Impact Behaviour of Composite Aircraft Structures

Erkan Kirtil, Dieter Pestal, Alexander Kollofrath, Nils Gnsicke, Josef Mendler
EADS Military Aircraft 81663 Munich - Germany Abstract: Lightweight composite structures are widely used in aircraft industries. Within certification procedures the impact absorption capability of affected structural parts have to be proved usually via time and cost consuming certification tests. Although authorities do not accept a mere theoretical approach for impact-proof , simulation techniques of different impact scenarios gain increasing significance , especially within development phases of aircraft structures. If those theoretical approaches are finally validated by sufficient test results , the simulation techniques can also be applied on similar structures in order to certify the structure under impact resistant considerations. Under this background bird impact analyses on aircraft CFRP leading edges are illustrated using ABAQUS/Explicit. Phenomenological micro-mechanics will be discussed in order to focus on high-velocity impact behaviour of brittle structures. In addition, the application of the userdefined subroutine VUMAT within ABAQUS/Explicit will be demonstrated. Finally, the report deals with the development of a special impact resistant composite design for typical aircraft leading edges , combining the flexibility of aramid fabric with the stiffness of CFRP shell structures.

1. Introduction
Composite materials gain increasing significance in their application within aircraft structures. Regarding the impact caused by foreign objects (e.g. bird, tire debris, engine fragments, etc.) no catastrophic flight situation after the damage may occur. It is essential during a development phase of aircraft structures to simulate the (high and low energy) impact events using theoretical approaches in order to identify critical impact scenarios and to initiate adequate structural improvements. The theoretical approaches have to be verified by certification tests and are often substantiated in an early project status via development tests. This procedure helps also to reduce the number of necessary tests to the most critical events which are figured out by mere impact analyses.

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In addition, those activities require detailed knowledge of the failure mechanism of the affected structure but also the engineering capability to simplify the complex impact response behaviour of composites within theoretical approaches. This report deals with the analyses of a bird impact on a vertical stabilizer CFRP leading edge. The FE-code ABAQUS/Explicit is used in combination with the user-defined subroutine VUMAT in order to perform single ply analysis during short term impact simulations. Based on classical laminate theory (CLT) prerequisites linear shell elements are used to model monolithic design, but also to investigate a specially developed impact resistant design combining CFRP with fabric aramid. The report illustrates also the usage and effect of available contact algorithms within ABAQUS/Explicit impact analyses and provides recommendations and discussions of special parameters which determine significantly the impact response of composite structures.

2. Modelling the impact behaviour of composites

2.1 Material Models

There are different possibilities to define composite materials in the finite-element program ABAQUS/Explicit. One possibility is to define a linear elastic orthotropic material in plane stress with the definition of the LAMINAparameter in the ELASTICoption. Elements, associated with the LAMINA parameter can not fail in a simulation. In this case failure of elements will be just indicated by a failure index. This means, that elements are still able to transfer loads within subsequent time steps. In order to let elements fail, another possibility is to define a linear elastic and isotropic material behaviour with the ISOparameter in the ELASTICoption. Elements, associated with the ISO parameter can fail in a simulation. This means, that elements are not able to transfer loads within subsequent time steps. The third possibility is the definition of a userdefined material behaviour in the subroutine VUMAT, which allows to use userdefined material laws and failure criteria. Elements, associated with the user subroutine can fail in a simulation. 2.1.1 Orthotropic Material (LAMINA) This approach can be used when the composite structure can be considered as an linear elastic and orthotropic material in plane stress. The definition of an orthotropic material allows the input of the elastic modulus in 1 and 2direction, whereas the 1direction is assumed to align with the fiber direction of the material. Furthermore the poisson`s ratio and shear modulus have to be defined. In addition, the actual layup definition of the composite structure can be defined in the SHELL SECTIONoption using the COMPOSITEparameter. Therefore, each single ply is described by a correlating lamina dataset. The density value of one layer has to be added in the material block using the DENSITYoption.

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2.1.2 Isotropic Material (ISO) This approach can be used when the composite structure can be considered as a linear elastic, homogeneous and quasi-isotropic material. The definition of an isotropic material allows the input of just one elastic modulus and one poisson`s ratio. In this case the resultant material data of a composite structure, which depend on the elastic data and the layup of the structure, are calculated with the CLT and an average elastic modulus of the whole laminate has to be defined. The density value corresponds to the resultant density of the entire composite structure. 2.2 Default Failure Criteria in ABAQUS / Explicit

2.2.1 LAMINA FAIL STRESS / FAIL STRAIN Elements, associated to the LAMINAoption can not fail during a simulation. One possibility is to indicate failure with the FAIL STRESS and FAIL STRAINoption, which can be added to the material block. The FAIL STRESSoption provides four stressbased failure criteria. For these failure theories stressbased tensile, compressive and shear limits have to be defined. The failure criteria provided are: Maximum stress theory TsaiHill theory TsaiWu theory AzziTsaiHill theory

The FAIL STRAINoption provides one strainbased failure criterion. For this failure theory strainbased tensile, compressive and shear limits have to be defined. The failure criteria is: Maximum strain theory

2.2.2 Shear Failure For an isotropic material element failure is controlled by the SHEAR FAILUREoption, which describes the equivalent plastic strain at failure. This option needs in addition the PLASTIC option, which defines the yield stress. Due to the fact, that composite materials, such as CFRP or GFRP, do not have significant plastic deformation, the allowed equivalent plastic strain at failure of the structure has to be kept low. 2.3 VUMAT Approach

This approach can be used to define a userdefined material behaviour within the user subroutine VUMAT. Unlike to the usage of the predefined LAMINAoption, the usage of this subroutine has the advantage of being able to define an orthotropic material behaviour including element failure. If including the VUMAT into an analysis by the USER MATERIALoption, the entire material behaviour and failure criteria have to be defined within the subroutine itself. Therefore, the CLT for plane stress was implemented in the subroutine VUMAT, which is valid for linear elastic and 2003 ABAQUS Users Conference 3

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orthotropic composite structures. In addition, the actual layup definition of the composite structure can be defined in the SHELL SECTIONoption using the COMPOSITEparameter. Therefore, all material values in the material block defined by the USER MATERIALoption refer to a single ply analysis based on lamina input data. In addition, the DEPVARoption has to be defined in the material block in order to include a solutiondependant state variable. The DELETEparameter of this option defines the state variable, which controls element failure during a simulation. The TsaiWu theory and a modified MaximumStress theory are the applied failure theories, which control the value of the state variable. These theories are also implemented within the subroutine. When using the subroutine VUMAT, the finite element program ABAQUS/Explicit is not able to calculate the transverse shear stiffness of the material. Therefore, it has to be defined by using the TRANSVERSE SHEAR STIFFNESSoption, which has to be added to the SHELL SECTIONoption. An example of a possible ABAQUS/Explicitentry is given below.
*SHELL SECTION, ELSET=STRUCTURE, COMPOSITE, ORIENTATION=OID1 0.625, 3, CFRP, 0. 0.625, 3, CFRP, 90. 0.625, 3, CFRP, 0. *TRANSVERSE SHEAR STIFFNESS 10000., 10000., 0. *MATERIAL, NAME=CFRP *DENSITY 1.8E-9, *USER MATERIAL, CONSTANTS=9 136000., 3600., 2100., 0.3, 1360., 110., 800., 80., 45. *DEPVAR, DELETE=1 1

3. Contact Algorithm
In impact analyses two different contact algorithms can be used. The following chapters point out the fundamental differences of the available algorithms. 3.1 Kinematic Contact

With the Kinematic algorithm the contact penetration of a slave node into a master surface is eliminated at the end of each time increment i. After prediction of the penetration distance dpred an acceleration correction is applied to the nodes to result in a compliance of the slave nodes with the master surface. The contact force is calculated by the product of mass m times acceleration dpred/t (Figure 1). Since the nodes come to lie exactly on the master surface the Kinematic contact can be physically interpreted as a local plastic contact.

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fi

Slave i

Master i+1 predicted dpred

fi = m*(dpred/t)

corrected

Figure 1. Kinematic contact algorithm 3.2 Penalty Contact

The Penalty contact algorithm permits small penetrations in order to generate contact forces. The contact penetration is minimized by inserting a virtual spring between the slave node and the master surface. The contact force is then equal to the product of the automatically calculated spring stiffness k times the penetration distance d (Figure 2). The Penalty contact can be physically interpreted as a local elastic contact. Slave i Master k d i+1

fi+1 = k*d

fi+1

Figure 2. Penalty contact algorithm 3.3 Comparison of contact algorithms regarding bird impact

Comparing energy time histories the most significant difference exists in the results for the work of external forces ALLWK. Figure 3 shows the results related to bird impact analyses: While the energy term ALLWK remains zero throughout the Penalty contact analysis, it becomes strongly negative in the Kinematic contact. It represents a numerically induced kinetic energy loss to ensure compliance of slave nodes (bird) and master surface (structure). In the Users Manual it is recommended to minimize the effect by refining the mesh in the contact area in order to reduce the mass of contacting nodes and consequently the kinetic energy loss involved. Due to a continuous failure of bird elements all bird nodes will finally contact the structure which will produce an inevitable high negative external work. For most problems the conversion of some bird energy into external work will have negligible influence on the absorbed strain energy of the structure ALLIE. Especially for very stiff structures (e.g. rigid wall) the decrease of external work can result in less energy absorbed by the structure. This effect can be supported by a contact algorithm-dependant failure behaviour of the bird.

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KINEMATIC CONTACT

PENALTY CONTACT

Figure 3. Energy history of bird and VTP leading edge regarding bird impact

Regarding the bird behaviour the Penalty contact analysis revealed an insufficient failure of bird elements probably due to a low stiffness of the virtual springs (Figure 4). Especially for leading edges of high stiffness and high curvature the bird can not be cut into two pieces by the structure. The bird will stick to the structure and will continue to absorb energy and to apply a contact load in the proceeding analysis.

KINEMATIC

PENALTY

Figure 4. Intact bird elements at t=2ms

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The advantages and disadvantages of both contact algorithms are listed in Table 1. Table 1. Features of Kinematic and Penalty contact Kinematic + Default setting of Abaqus + Failure of bird elements + No penetration of slave nodes - Negative external work - Less absorbed strain energy Penalty + External work equal to zero + Improved numerical stability - Reduced failure of bird elements

4. Bird Impact Simulation

The following chapters show examples of bird strike analyses for typical composite vertical stabilizer leading edges. The details described in chapter 2 and 3 have been applied within these analyses. 4.1 Monolithic CFRP Leading Edge Design and FE Model

For certification of the CFRP design, a damage of the leading edge is accepted, as long as the kinetic energy of the bird elements penetrating the skin is low and the damaged structure is able to carry all occurring loads.
Impact Zone

A A CFRP t=4,51mm CFRP t=1,44mm

3 2 1 3 2 1

Figure 5. Design and FE-Model Vertical Tail Plane The vertical stabilizer leading edge skin consists of CFRP with a basic wall thickness of 1.44 mm. The leading edge nose is reinforced and has a thickness of 4.51mm with a single ply thickness of 0.205mm. The ribs are made from aluminium 2024T3.

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Section A-A:
4.51 mm

Lay Up CFRP Outside Inside

0/45/0/45/0/45/0/45/0/0/45/0/45/0/45/0/45/0/45/0/45/0/45/0 45/0/45/0/45/0/45

1.44 mm

Figure 6. Lay Up CFRP Leading Edge The impact position at the leading edge is located between two ribs. Table 2: Material Data for CFRP1,2
E11 [MPa] 62000 E [MPa] 2024T3 72390 E22 [MPa] 62000 y [MPa] 350 G12 [MPa] 4100 [-] 0.33 12 [-] 0.05 f [-] 1.
pl

CFRP

1 t [MPa] 740 [kg/mm] 2.8E-6

2 t [MPa] 740

1 c [MPa] 825

2c [MPa] 825

12 t [MPa] 120

[kg/mm] 1.6E-6

Definition of shell offset As different wall thicknesses are used, the parameter OFFSET is necessary in order to model in correlation to the loft line. Input deck entry for a CFRP shell element
*SHELL SECTION, ELSET=SHELL, COMPOSITE, ORIENTATION=OID22, OFFSET=SPOS

Boundary Conditions The structure of the vertical stabilizer is fixed at the skin nodes linked with the front spar (not modelled). Degrees of freedom DOF 1 and 3 are set to zero in the global coordinate system. Nodes of the lowest and highest rib, connected to the spar, are fixed in 1-, 2- and 3-direction. Furthermore, the top and bottom edges are restrained in global 3-direction. Contact definition The analyses are done with the kinematic as well as the penalty contact algorithm. Possible effects on the calculation results are principally described in chapter 3. Letter t describes a tension value, letter c a compression value. In order to model the correct 1 and 2 direction in ABAQUS, a cylindrical coordinate frame is used.
2 1

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Failure Criteria The failure criteria for those analyses are based on Tsai-Wu-theory and Maximum-stress theory which have been implemented in VUMAT (ref. chpt. 2). FE Model BIRD For bird strike simulations onto tail planes, an 8 lb bird impact must be considered for empennage structures, acc. to FAR 25.631. The bird is modelled within a Lagrangian approach as a cylinder with hemispherical ends [1]. With an average element length of l=7,8 mm the model results in 11711 solid elements (C3D8R). The bird nodes are charged with an initial velocity vBIRD=295kt=152m/s. As failure criterion the tensile failure is used.

l=288 mm

D=144 mm

Figure 7. Lagrangian FE Model BIRD Syntax for material BIRD:

*MATERIAL, NAME=BIRD *DENSITY 9.343E-10, *ELASTIC, TYPE=ISO 100., 0.49 *PLASTIC 0.5 *TENSILE FAILURE 10.

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Results No damage occurs in the monolithic CFRP structure. To check the plausibility of the results, transient energy graphs are regarded.
ETOTAL ALLPD ALLAE ALLKE ALLSE ALLIE

BIRD BIRD BIRD BIRD BIRD

Energy [mJ]

Time [s]
ALLKE ALLIE ALLSE ALLPD LE LE LE LE

Energy [mJ]

Time [s] Figure 8. Energy vs. time of monolithic CFRP leading edge analyses The external work ALLWK and the total energy ETOTAL stay at constant levels. The energy absorbed by the leading edge structure ALLIE is low, compared with the high kinetic bird energy. As the leading edge exists mainly of CFRP components, they have no plastic deformation. The little value of ALLPD is caused by low plastification of the aluminium ribs. In addition, the recoverable strain energy ALLSE remains at low levels during the impact simulation. 10 2003 ABAQUS Users Conference

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Reaction forces at the leading edge attachment to the spar box The calculated reaction forces of the leading edge attachment area result in bearing stress at the joint positions of about 270 MPa. This is lower than the allowable bearing strength of CFRP of about 480 MPa. Therefore, no failure in the attachment area is expected. 4.2 CFRP-Aramid-Leading Edge Design

This design is developed in order to design lightweight composite structures as impact resistant: An outer CFRP shell covers a dry woven fabric aramid which is again sheltered by a thin CFRP shell. At the edges the CFRP and the aramid are co-cured [3]. The design philosophy allows the bird to penetrate the exterior CFRP-surface. The remaining kinetic energy will be absorbed by the aramid woven fabric. The dry fabric catches the bird and destroys the inner CFRP shell within its large deformation. The geometry and boundary conditions are the same as described in chpt. 4.1. 4.2.1 Geometry A A

CFRP ARAMID (dry) CFRP

CFRP ARAMID CFRP (co-cured)

Figure 9. Cross section of CFRP-Aramid-Leading Edge

border

ARAMID

A A X

CFRP inner AL-RIBS

X = CFRP outer side Y = CFRP outer forward

Figure 10. FE Model

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Table 3. Thickness distribution

Section border CFRP outer side CFRP inner CFRP outer forward Aramid t [mm] 3.845 1.435 0.41 2.255 2.0

4.2.2 FE-Modelling The whole model is designed with S4R elements in three layers. Special effort with the modelling of this design is put on the aramid elements and their contact conditions. The border elements are one layer and the connection is created as follows: border elements (S4R) CFRP (S4R) ARAMID(S4R) CFRP (S4R) Figure 11. Element modelling at the edge Material data Tables 4 and 5 give an overview of the material and allowable data of the ARAMID fabric. The allowable data for ARAMID for compression and shear are set to very high values in order to prevent respective failure. The carbon data are described in chpt. 4.1. All material values refer to a single ply. Table 4. Material data for Aramid
material ARAMID t [mm] 0.2 E11 [MPa] 120000 E22 [MPa] 120000 G12 [MPa] 3200 12 [-] 0.15 [kg/mm] 0.625E-06

Table 5. Allowable data for Aramid

material ARAMID 11t [MPa] 2800 22t [MPa] 2800 11c [MPa] 10000 22c [MPa] 10000 12 [MPa] 10000

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Table 6. Material data for border elements

material CFRP/ARAMID E11 [MPa] 88000 E22 [MPa] 88000 G12 [MPa] 4000 12 [-] 0.095 [kg/mm] 1.1628E-06

The stress limits for the border elements are the same as for the carbon layer, which is supposed to be a conservative assumption. The material data for the border elements are shown in Table 6. The stacking sequence at the impact centre is shown in Table 7. Table 7. Stacking sequence of the laminate in the impact area
laminate sequence outer < ------ > inner C45 C0 C45 C0 C45 C0 C45 C0 C45 C0 C45 n*Adry C0 C45

where, C0 CFRP in 1-direction C45 CFRP in 1,2-direction n*Adry n ARAMID-layers Contact definition Amongst the leading edge layers the contact definitions are defined as master slave balanced contact. The contact with the bird is defined as a pure master slave contact. Table 8. Contact pairs
SLAVE BIRD BIRD BIRD LAYER_1 LAYER_1 LAYER_2 MASTER LAYER_1 LAYER_2 LAYER_3 LAYER_2 LAYER_3 LAYER_3 NODE / SURFACE SURFACE / SURFACE (balanced)

where: Layer_1 outer CFRP layer Layer_2 ARAMID layer Layer_3 inner CFRP layer 2003 ABAQUS Users Conference

(t=2.255mm) (t=2.0mm) (t=0.41mm) 13

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4.2.3 Results

Figure 12. Outer CFRP layer

Figure 12 shows the penetrated outer CFRP layer. Figure 13 depicts the ARAMID layer. No element has failed.

Figure 13. ARAMID layer

The mass reduction potential is supposed to be in the range of 1015% [2] in comparison to monolithic CFRP design (chpt. 4.1).

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5. Conclusion
This report illustrates the application of ABAQUS/Explicit within the impact analysis of composite aircraft structures. One emphasis is put on specific features and techniques which have been used within those types of analyses: Material models were discussed applying the lamina-entry, which does not include the failure of elements within subsequent transient process simulations. In addition, the typical input of the VUMAT-approach is given, which enables the user to consider element failure. Contact algorithms, as kinematic and penalty are described with respect to their significant influence on the results of impact simulations. Furthermore, this article focuses on the example of a bird impact simulation on a typical vertical stabilizer CFRP leading edge. Typical output results, based on transient energy graphs are given, which contain the first plausibility checks of the FE-analysis. Additionally, the main input data, like geometrical and material data, boundary conditions, contact definitions and applied failure criteria are given, including the Lagrangian FE-Bird-Model. As an outlook the development of an impact resistant composite design is illustrated using mere analysis results. Based on those theoretical data, a weight benefit of 10 .. 15% is supposed to be reached in comparison to the CFRP-design of a leading edge with a wall thickness corresponding to the ballistic limit.

6. References
1. Betz S., Investigation of Bird Material Substitutes considering Bird Impact Simulations, Dornier Luftfahrt GmbH and GhK Kassel, 2000 2. Hartung, S, Vogelschlagsimulation in Anwendung auf Flugzeugstrukturen aus faserverstrkten Kunststoffen, Thesis at Fairchild Dornier GmbH and Hochschule der Bundeswehr Mnchen, 2002 3. Mendler, J., Strukturelement fr ein Luftfahrzeug, PCT/EP02/06859, 2001

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