scholarly journals Numerical Simulation of Modified Rubberized Concrete Block Under Impact Loads

2021 ◽  
Vol 1200 (1) ◽  
pp. 012022
Author(s):  
T Y Pei ◽  
S N Mokhatar ◽  
N A N A Mutalib ◽  
S J S Hakim

Abstract Rubberized concrete was innovated by many researchers to enhance energy absorption under impact load and by reusing scrap tires. Thus, this research was aims to develop the numerical procedure using the Finite Element Method (FEM) to simulate modified rubberized concrete under impact loads and predict its energy absorption under different impact loads. Three existing constitutive models: Concrete Damage Plasticity (CDP), Drucker-Prager (DP), and Modified Drucker-Prager Cap (MDPC) available in ABAQUS software were used to replicate the rubberized concrete with 10% of Rice Hush Ash (RHA) as cement substitution and different percentages (0%, 5%, 10%, 15%, and 20%) of crumb rubber as sand replacement. All three models produced successful FEM results with reasonable modelling assumption, and the CDP model was more effective in simulating rubberized concrete under impact to predict energy absorption than DP and MDPC models. Further, it was concluded that crumb rubber could enhance the energy absorption of concrete. Generally, the energy absorption of the concrete increased as the crumb rubber increase. However, the strength decreased as the crumb rubber increased, but 10% of RHA in concrete mix can maintain the concrete strength. Overall, this study reveals that FEM incorporated with the CDP model is able to predict the impact response of modified crumb rubber as an application of concrete road barrier.

2018 ◽  
Vol 64 (4) ◽  
pp. 22-29
Author(s):  
P. Subashree ◽  
R. Thenmozhi

AbstractRubberized concrete is made up of scrap tyre rubbers where the fine aggregate is partially replaced by it, as the waste rubber is being a threat to the environment. It is estimated that only 4% of the waste tyre is used in the application of civil engineering and also there is shortage of fine aggregates. The primary objective of this study is to investigate the preliminary concrete properties of M25 and M30 concretes. The fine aggregate is replaced by pre-treated crumb rubber with 10, 15 and 20 % of total weight. Various tests are conducted on the rubberized concrete specimens such as compressive strength, split tensile strength, flexural strength and slump test. The investigation is carried out to determine the impact load behavior of hybrid rubberized composite slabs. In addition 0%, 1%, 1.5%, and 2% of replacement of rubber fibers for total weight of coarse aggregate is also made. The specimen of size 300 mm x 300 mm x 50 mm thickness is subjected to drop hammer test to find its performance against the impact loads. The number of blows for the first crack and complete failure of slab was found and the characteristics were studied.


2017 ◽  
Vol 865 ◽  
pp. 612-618 ◽  
Author(s):  
M. Malawat ◽  
Jos Istiyanto ◽  
D.A. Sumarsono

Crush initiators are the weakest points to reduce initial peak load force with significant energy absorption ability. The objective of this paper is to study the effects of square tube thickness and crush initiators position for impact energy absorber (IEA) performance on thin-walled square tubes. Two square tubes having thickness about 0.6 mm (specimen code A) and 1 mm (specimen Code C) were tested under dynamic load. The crushing initiator is designed around the shape of the tube wall and has eight holes with a fixed diameter of 6.5 mm. In the experiment, the crushing initiator was determined at 5 different locations on the specimen wall. These locations are 10 mm, 20 mm. 30 mm, 40 mm, and 50 mm measured from the initial collision position of the specimen tested. The impact load mass was about 80 kg and had a drop height of about 1.5 m. Using the simulation program of the LabVIEW Professional Development System 2011 and National Instrument (NI) 9234 software equipped with data acquisition hardware NI cDAQ-9174 the signal from the load cell was sent to a computer. By controlling the thickness of the thin-walled square tube, the peak loading force can be decreased by approximately 56.75% and energy absorption ability of IEA can be increased approximately to 11.83%. By using different thin-walled square tube can produce different best crush initiators position with the lowest peak load force.


Author(s):  
Laura Ferrero ◽  
Ugo Icardi

In this paper, multiple cores sandwich composites undergoing impact loads are optimized in order to improve their resistance to the impact-induced delamination. This peculiar type of composites is characterized by one internal face splitting the core in two parts. Owing to their architecture with an intermediate and two external faces, their additional tailoring capability offers potential advantages in terms of energy absorption capability and damage tolerance behavior over conventional sandwich composites. Obviously, an accurate assessment of the interfacial stress fields, of their damage accumulation mechanisms and of their post-failure behavior are fundamental to fully exploit their potential advantages. Despite it is evident that structural models able to accurately describe the local behavior are needed to accomplish this task, the analysis is commonly still carried out using simplified sandwich models which postulate the overall variation of displacements and stresses across the thickness, because more detailed models could make the computational effort prohibitively large. No attempt is here made to review the ample literature about the sandwich composite models, since a plenty of comprehensive bibliographical review papers and monographs are available in the specialized literature. Likewise, no attempt is made for reviewing the methods used to model the damage. It is just remarked that the models to date available range from detailed models which discretize the real structure of the core, to FEM models by brick elements, to discrete-layer models and to sublaminate models. In these paper, two different models are used, to achieve a compromise between accuracy and limitation of costs. The time history of the contact force is computed by a C° eight-node plate element based on a 3D zig-zag model, in order to achieve the best accuracy using a plate model with the customary five functional d.o.f. This model is also used in the optimization process, since it is mathematically easily treatable and accurately describes the strain energy. In addition, it enables a comparison with the classical plate models, since they can be particularized from it. The counterpart plate element of this zig-zag model, which is obtained from a standard C° plate element through a strain energy updating (which successfully described the impact induced damage as shown by the comparison with the damage detected by c-scanning in a previous paper), is used for computing the contact force time history, to reach a good compromise between accuracy and computational costs. A mixed brick element with the three displacements and the three interlaminar stresses as nodal d.o.f. is used to compute the damage at each time step. The onset of damage is predicted in terms of matrix and fibers failure, cracks, delamination, rippling, wrinkling and face damping using different stress-based criteria. In this paper the effects of the accumulated damage are accounted for through the ply-discount theory, i.e. using reduced elastic properties for the layers and the cores that failed, although it is known that some cases exist for which this material degradation model could be unable to describe the real loss of load carrying capacity. The optimization technique recently proposed by the authors is used in this paper for optimizing the energy absorption properties of multi-core sandwiches undergoing impact loads. The effect of this technique is to act as an energy absorption tuning, since it minimizes or maximizes the amount of energy absorbed by specific modes through a suited in-plane variation of the plate stiffness properties (e.g., bending, in-plane and out-of-plane shears and membrane energies). The appropriate in-plane variable distributions of stiffness properties, making certain strain energy contributions of interest extremal, are found solving the Euler-Lagrange equations resulting from assumption of the laminate stiffness properties as the master field and setting to zero the first variation of wanted and unwanted strain energy contributions (e.g., bending, in-plane and out-of-plane shears and membrane energies). Our purpose is to minimize the energy absorbed through unwanted modes (i.e., involving interlaminar strengths) and maximize that absorbed through desired modes (i.e., involving membrane strengths). The final result is a ply with variable stiffness coefficient over its plane which is able to consistently reduce the through-the-thickness interlaminar stress concentrations, with beneficial effects on the delamination strength. All the solutions proposed can be obtained either varying the orientation of the reinforcement fibers, the fiber volume rate or the constituent materials by currently available manufacturing processes. The coefficients of the involved stiffness terms are computed enforcing conditions which range from the thermodynamic constraints, to imposition of the mean stiffness, to the choice of a convex or a concave shape (in order to minimize or maximize the energy contributions of interest). Two solutions of technical interest will be proposed, which both are based on a parabolic distribution of stiffness coefficients. The former reduces the bending of a lamina with moderately increasing the shear stresses, the second one reduces these stresses with a low increment in the bending contribution. The effects of the incorporation of these layers (with the same mean properties of the layers they replace) is shown hereafter.


Materials ◽  
2019 ◽  
Vol 12 (19) ◽  
pp. 3134 ◽  
Author(s):  
Tao Lan ◽  
Guangchong Qin ◽  
Jinzhao Zhuang ◽  
Youdi Wang ◽  
Qian Zheng ◽  
...  

The dynamic loads acting on concrete-filled steel tubular members under axial impacts by rigid bodies were studied herein by FEM. The whole impact process was simulated and the time history of the impact load was obtained. The effects of eight factors on the axial impact load were studied; these factors were the impact speed, mass ratio, axial pressure ratio, steel ratio, slenderness ratio, concrete strength, impact position, and boundary conditions. Besides this, the effects of concrete creep on the impact load were also considered by changing the material parameters of the concrete. The results show that axial impact load changes with time as a triangle. The peak value of impact load increases and the impact resistance improves with the growth of the axial pressure ratio, steel ratio, slenderness ratio, and concrete strength after creep occurs. As the eccentricity of the axial impact acting on a concrete-filled steel tubular member increases, the peak value of the impact load decreases. The enhancement of constraints at both ends of the member can improve the impact resistance. The creep reduction coefficients for the peak axial impact load of a concrete-filled steel tubular member under axial compression and considering the creep effect over 6 months and 30 years are 0.60 and 0.55, respectively. A calculation formula for the peak value of impact load was suggested based on the existing formula, and its accuracy was proved by finite element calculation in this study.


Author(s):  
Kshitij P. Gawande ◽  
Phillip Wiseman ◽  
Alex Mayes

Whenever undesirable dynamic events occur within power plant, refinery, or process piping systems, specialty supports and restraints have the task of protecting the mechanical equipment and connecting piping from damaging loads and displacements. The array of components that may be affected include, but are not limited to, piping systems, pumps, valve assemblies, pressure vessels, steam generators, boilers, and heat exchangers. In particular, the dynamic events can be classified into two distinct types that originate from either internal events or external events. The internal dynamic load generating events include plant system start-up and shut-down, pressure surges or impacts from rapid valve closures such as steam and water hammer, boiler detonations, pipe rupture, and operating vibratory displacements that may be either low frequency or high frequency vibrations. The external dynamic load generating events include wind loads, earthquake, airplane impact to supporting structures and buildings, and explosions. Most of the aforementioned dynamic load generating events can be defined quite simply as impact loads, i.e., forces and moments that are applied over very short periods of time, for example, less than one second. While earthquake loads may be applied over a total time period of an hour or so, the peak loads and resulting displacements occur on a more sinusoidal basis of peak-to-peak amplitudes. One of the most common specialty restraint components utilized in the piping industry to absorb and transfer the dynamic load resulting from impact events is the hydraulic shock suppressor, otherwise known as the snubber. The snubber is a formidable solution to protecting plant piping systems and equipment from impact loading while not restricting the thermal displacements during routine operations. In the dynamic events that may be characterized by an impact type loading, snubbers provide an instantaneous, practically rigid, axial connection between the piping or other component to be secured and the surrounding structure whether it be concrete or steel (for example). In this way, the kinetic energy can be transmitted and harmlessly dissipated. In the vibratory environment, however, neither the impact load scenario nor the rapid translations are imposed upon snubbers, thereby presenting the competing intended application of the snubber to protect against impact loads versus, in many cases, the improper selection of the snubber to dampen vibratory (other than seismic) loads. The details of the hydraulic shock suppressor design are reviewed and discussed to exemplify why a case can and should be made against the use of snubbers in piping systems within an operating vibratory environment.


2005 ◽  
Vol 32 (6) ◽  
pp. 1075-1081 ◽  
Author(s):  
Ashraf M Ghaly ◽  
James D Cahill IV

Waste rubber tires that cannot be processed for useful applications are numbered in the millions around the world. The build up of old rubber tires in landfills is commonly considered a major threat to the environment, and it is unquestionably a burden on landfill space. This research project was an investigation into the possibility of using fine rubber particles in concrete mixtures. The experimental testing program was designed to study the effect of the addition of crumb rubber, as replacement of a portion of fine aggregates (sand), on the strength of concrete. Rubber was added to concrete in quantities of 5%, 10%, and 15% by volume of the mixture. Three different water/cement ratios were used: 0.47, 0.54, and 0.61. A total of 180 concrete cubes were made. The cubes were tested in compression at 1, 7, 14, 21, and 28 d with the load continuously and automatically measured until failure. The load values were used to calculate compressive stress as related to different rubber contents and water/cement ratios. Compression test results were used to develop several plots relating rubber content and water/cement ratio to compressive stress of concrete. Test results gathered in this research project indicated that the addition of crumb rubber to concrete results in a reduced strength as compared with that of conventional concrete. Based on the experimental results, correlations have been developed to estimate the reduction in concrete strength as a function of the rubber content in the mix.Key words: compressive strength, concrete, crumb rubber, rubberized concrete.


2017 ◽  
Vol 2017 ◽  
pp. 1-17 ◽  
Author(s):  
Qixiang Yan ◽  
Zhixin Deng ◽  
Yanyang Zhang ◽  
Wenbo Yang

Impact loads generated by derailed trains can be extremely high, especially in the case of heavy trains running at high speeds, which usually cause significant safety issues to the rail infrastructures. In shield tunnels, such impact loads may not only cause the damage and deformation of concrete segments, but also lead to the failure of segmental joint bolts. This paper presents a numerical study on the failure behavior of segmental joint bolts in the shield tunnel under impact loading resulting from train derailments. A three-dimensional (3D) numerical model of a shield tunnel based on the finite element (FE) modelling strategy was established, in which the structural behavior of the segmental joint surfaces and the mechanical behavior of the segmental joint bolts were determined. The numerical results show that the occurrence of bolt failure starts at the joints near the impacted segment and develops along the travel direction of train. An extensive parametric study was subsequently performed and the influences of the bolt failure on the dynamic response of the segment were investigated. In particular, the proposed FE model and the analytical results will be used for optimizing the design method of the shield tunnel in preventing the failure of the joint bolts due to the impact load from a derailed HST.


1981 ◽  
Vol 8 (4) ◽  
pp. 409-415
Author(s):  
John B. Kennedy ◽  
K. J. Iyengar

The deformation response of floating ice sheets under high intensity, short duration loads is examined. Using a rigid-plastic theory, together with a Tresca yield criterion, expressions are derived for the total time of response and the final deformed configuration of floating ice sheets. The influence of the magnitude of the impact load and the load-contact radius on the various design quantities such as deflection profile and stress distribution is discussed. Based on the results derived, a design method is presented to find the safe thickness of a floating ice sheet to sustain a given impact load. The method is illustrated with a numerical example.


2015 ◽  
Vol 802 ◽  
pp. 196-201
Author(s):  
Ahmed Tareq Noaman ◽  
Badorul Hisham Abu Bakar ◽  
Hazizan Md. Akil

This paper presents the impact energy of steel fiber concrete beams at first crack and failure with different replacement ratios of crumb rubber. The test was carried out using simple low velocity drop weight test rig for both normal concrete (NC) and steel fiber concrete (SFC). The crumb rubber with particle size of 1 – 2 mm was added with replacement ratios of 5%, 15%, and 25% by volume of fine aggregate. Six batches consisting of 6 beams (100x100x500 mm) containing 0.5% of hooked end steel fibers were tested under impact load in accordance with ACI Committee 544. The specimens were tested at the age 90 days after curing in water. The results show a reduction in the compressive strength for both NC and SFC with the incorporation of crumb rubber with greater reduction at higher crumb rubber content. However, the measured impact energy for both NC and SFC was foundincreasing with the crumb rubber replacement.


Author(s):  
Michelle Mu¨hlanger ◽  
Patricia Llana ◽  
David Tyrell

To support the development of a proposed rule [1], a full-scale dynamic test and two full-scale quasi-static tests have been performed on the posts of a state-of-the-art (SOA) end frame. These tests were designed to evaluate the dynamic and quasi-static methods for demonstrating energy absorption of the collision and corner posts. The tests focused on the collision and corner posts individually because of their critical positions in protecting the operator and passengers in a collision where only the superstructure, not the underframe, is loaded. There are many examples of collisions where only the superstructure is loaded. For the dynamic test, a 14,000-lb cart impacted a standing cab car at a speed of 18.7 mph. The cart had a rigid striking surface in the shape of a coil mounted on the leading end that concentrated the impact load on the collision post. During the dynamic test the collision post deformed approximately 7.5 inches, and absorbed approximately 137,000 ft-lbs of energy. The SOA collision post was successful in preserving space for the operators and the passengers. For the quasi-static test of the collision post, the collision post was loaded in the same location and with the same fixture as the dynamic test. The post absorbed approximately 110,000 ft-lb of energy in 10 inches of permanent, longitudinal deformation. For the quasi-static test of the corner post, the post was loaded at the same height as the collision post, with the same fixture. The corner post absorbed 136,000 ft-lb of energy in 10 inches of permanent, longitudinal deformation. The series of tests was designed to compare the dynamic and quasi-static methods for measuring collision energy absorption during structural deformation as a measure of crashworthiness. When properly implemented, either a dynamic or quasi-static test can demonstrate the crashworthiness of an end frame.


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