Effect of Impact-Fatigue on Damage in Adhesive Joints

2007 ◽  
Vol 347 ◽  
pp. 653-658 ◽  
Author(s):  
Juan Pablo Casas-Rodriguez ◽  
Ian A. Ashcroft ◽  
Vadim V. Silberschmidt

In recent decades the use of structural adhesive joints in the aerospace industry has increased considerably thanks to their high strength-to-weight ratio, low stress concentration and capacity to join different adherends. There is increasing interest in damage due to low-velocity impacts produced in adhesively bonded components and structures by vibrating loads. This type of loading is known as impact fatigue. The main aim of this paper is to investigate damage evolution in adhesive joints subjected to impact-fatigue and to compare this with damage evolution in standard fatigue (i.e. non-impacting, constant amplitude, sinusoidal fatigue). In this work, adhesively bonded lap joints were subjected to multiple tensile impacts tensile and it was seen that this type of loading was extremely damaging compared to standard fatigue. A number of methods of studying damage evolution in bonded joints subjected to fatigue and impact fatigue loading have been investigated and various parameters have been used to characterise these processes. Two modifications of the accumulated time-stress model [1-4] are proposed and it is shown that both models provide a suitable characterization of impact-fatigue in bonded joints.

2017 ◽  
Vol 17 (5) ◽  
pp. 1031-1045 ◽  
Author(s):  
Yitao Zhuang ◽  
Fotis Kopsaftopoulos ◽  
Roberto Dugnani ◽  
Fu-Kuo Chang

Monitoring the bondline integrity of adhesively bonded joints is one of the most critical concerns in the design of aircraft structures to date. Due to the lack of confidence on the integrity of the bondline both during fabrication and service, the industry standards and regulations require assembling the primary airframe structure using the inefficient “black-aluminum” approach, that is, drill holes and use fasteners. Furthermore, state-of-the-art non-destructive evaluation and structural health monitoring approaches are not yet able to provide mature solutions on the issue of bondline integrity monitoring. Therefore, the objective of this work is the introduction and feasibility investigation of a novel bondline integrity monitoring method that is based on the use of piezoelectric sensors embedded inside adhesively bonded joints in order to provide an early detection of bondline degradation. The proposed approach incorporates (1) micro-sensors embedded inside the adhesive layer leaving a minimal footprint on the material, (2) numerical and analytical modeling of the electromechanical impedance of the adhesive bondline, and (3) electromechanical impedance–based diagnostic algorithms for monitoring and assessing the bondline integrity. The experimental validation and assessment of the proposed approach is achieved via the design and fabrication of prototype adhesively bonded lap joints with embedded piezoelectric sensors and a series of mechanical tests under various static and dynamic (fatigue) loading conditions. The obtained results demonstrate the potential of the proposed approach in providing increased confidence on the use of adhesively bonded joints for aerospace structures.


2015 ◽  
Vol 2015 ◽  
pp. 1-6 ◽  
Author(s):  
Çiçek Özes ◽  
Nurhan Neşer

Steel structures coated with fiber-reinforced polymer (FRP) composites have gained wide acceptance in marine industry due to their high strength-to-weight ratio, good protection from environmental degradation, and impact loads. In this study, adhesive bonding performance of single-lap bonded joints composed of steel coated with FRP has been investigated experimentally for three different surface roughness and two epoxy types. Single-lap bonded joints have been tested under tensile loading. The adhesive bonding performance has been evaluated by calculating the strain energy values. The results reveal that the surface roughness of steel has a significant effect on the bonding performance of steel to FRP combinations and the performance of the resin can be improved by using the primer in an economical way.


Author(s):  
V V Silberschmidt ◽  
J P Casas-Rodriguez ◽  
I A Ashcroft

One of the forms of a vibro-impact effect in engineering components is impact fatigue (IF) caused by a cyclic repetition of low energy, low-velocity impacts, for instance, in aerospace structures. It can have a highly detrimental impact on performance and reliability of such components, exacerbated by the fact that in many cases it is disguised in loading histories by non-impact loading cycles with higher amplitudes. Since the latter are traditionally considered as most dangerous in standard fatigue, IF has not yet received deserved attention; it is less studied and practically unknown to specialists in structural integrity. Though there is a broad understanding of the danger of high-energy single impacts, repetitive impacting of components has been predominantly studied for very short series. This paper aims at the analysis of IF of adhesively bonded joints, which are becoming more broadly used in aerospace applications. The study is implemented for two types of typical adherends — an aluminium alloy and a carbon-fibre reinforced composite — and an industry-relevant epoxy adhesive. Various stages of fatigue crack development in adhesively bonded joints are studied for the conditions of standard and IF. The results obtained — in terms of crack growth rates, fatigue lives, and microstructures of fracture surfaces — are compared for the two regimes in order to find similarities and specific features.


2020 ◽  
Vol 10 (1) ◽  
Author(s):  
Tadej Bregar ◽  
Donglan An ◽  
Somayeh Gharavian ◽  
Marek Burda ◽  
Isidro Durazo-Cardenas ◽  
...  

Abstract Carbon nanotubes (CNTs) embedded polymers are of increasing interest to scientific and industrial communities for multi-functional applications. In this article, CNTs have been introduced to high-strength epoxy adhesive for enabling in-situ strain sensing in adhesively bonded aluminium-to-aluminium single-lap joints to accurately indicate the onset and propagation of adhesion failure to the evolution of piezo-resistivity in varying mechanical loads. The CNT modified adhesive in bonded joints and the CNT modified adhesive alone have been tested under monothonic and cyclic tensile loads up to ultimate failure. The changes in the piezo-resistivity induced by the CNTs have been monitored in situ with respect to loading. A novel interpretation method has been developed for progressive, instantaneous adhesion failure estimation under cyclic tensile stresses from a resistivity baseline. The method indicates that the in-situ resistivity changes and the rate of the changes with strain, i.e. sensitivity, strongly correlate with the adhesion failure progression, irrespective of the CNT dispersion quality. Moreover, the effect of bond thickness on the evolution of piezo-resistivity and adhesion failure have been studied. It was observed that relatively thin adhesive bonds (0.18 mm thickness), possessing higher CNT contact points than thick bonds (0.43 mm thickness), provide 100 times higher sensitivity to varying cyclic loads.


2012 ◽  
Vol 251 ◽  
pp. 450-454
Author(s):  
Jian Guang Zhang ◽  
Krishan K. Chawla ◽  
Uday K. Vaidya

The response of adhesively bonded joints subjected to a transverse impact was investigated. The joints were bonded by two-part acrylic adhesive DP8005 with using two types of adherents, polypropylene and glass fiber reinforced polypropylene. The lap joints were impacted by a drop weight with hemisphere tip at a low velocity. An energy model was applied to evaluate the effect of the properties and thickness of adherents on the impact strength of the joints. The results from model showed good agreement with those from experiments.


2020 ◽  
Vol 2020 (1) ◽  
pp. 000246-000258
Author(s):  
Nina S. Dytiuk ◽  
Thomas F. Marinis ◽  
Joseph W. Soucy

Abstract Adhesively bonded joints are ubiquitous in electronic assemblies that are used in a wide range of applications, which include automotive, medical, military, space and communications. The steady drive to reduce the size of assemblies in all of these applications, while providing increased functionality, generates a need for adhesive joints of higher strength, improved thermal and electrical conductivity and better dielectric isolation. All of these attributes of adhesive joints are degraded by the presence of voids in them. The quest to minimize voids in bonded structures motivated a previous study of their formation in a solvent cast, die bond epoxy film, which undergoes a liquid phase transition during cure. That work is extended in this study by including the effects of various filler morphologies in the adhesive. Fillers are added to adhesives to facilitate handling of thin sheet formats, control bond line thickness and reduce coefficient of thermal expansion. As such, fillers are selected to be inert with respect to the adhesive chemistry, while being readily wetted by it in the liquid state. Common filler morphologies include woven and molded open meshes, fibers chopped to uniform length, and spheres of uniform or distributed diameters. Void formation is influenced by a number factors, which include wettability of the bonded surfaces, adsorbed water, amount of solvent retained in the film, volume of entrapped air, thermal profile of the cure schedule, and clamping pressure during cure. The presence of fillers in the adhesive adds the additional factors of constrained diffusion paths and increased area for void nucleation. We have changed our approach to modeling the diffusion of volatile species in adhesive joints from a finite difference calculation in a uniform adhesive medium used previously, to a finite element model of a complex diffusion space. The open source program Gmsh is used to generate the diffusion space from a set of input parameters. The calculations of concentration profiles and diffusion fluxes of volatile species at the void interface are made using the open source finite element program elmer. As done previously, the position of the void interface is updated by integrating the product of time and flux of diffusing species over the area of the interface. The internal pressure of the void is determined by application of the Young-Laplace equation, while Henry’s law is used to estimate the concentration of diffusing species adjacent to the void interface. The calculation proceeds for a time equivalent to the integral of the time temperature product required to achieve a 70% cure state of the adhesive, at which point the void interface is immobile. The experimental approach is the same as used previously, with the filled adhesive sandwiched between glass slides and cured on a hot plate while imaged through a microscope. Images are automatically captured and analyzed by using the open source program imageJ, which allows us to track the evolution of individual voids as well as the time dependent distribution of the void population. We are working to correlate these experimental results with the predictions of our finite element calculations to allow us to make insightful choices of adhesives and optimize our bonding processes.


2018 ◽  
Vol 52 (26) ◽  
pp. 3621-3635 ◽  
Author(s):  
JJM Machado ◽  
EAS Marques ◽  
LFM da Silva

The use of adhesively bonded joints in structural components for the automotive industry has significantly increased over the last years, supported by the widespread integration of composite materials. This synergy allows vehicle manufacturers to offer a significant weight reduction of the vehicle allowing for fuel and emissions reduction and, at the same time, providing high mechanical strength. However, to ensure vehicle safety, the crashworthiness of these adhesive joints must be assessed, to evaluate if the structures can sustain large impact loads, transmitting the load and absorbing the energy, without damaging the joint. The novelty of this work is the study of the strain rate dependent behaviour of unidirectional composite adhesive joints bonded with a ductile epoxy crash resistant adhesive, subjected to low and high testing temperatures and using different overlap lengths. It was demonstrated that joints manufactured with this type of adhesive and composite substrates can exhibit excellent quasi-static and impact performance for the full range of temperatures tested. Increasing the overlap length, and independently of the testing temperature, it was observed an increase of energy absorbed for both quasi-static and impact loads, this is of considerable importance for the automotive industry, demonstrating that composite joints exhibit higher performance under impact.


Author(s):  
VC Beber ◽  
N Wolter ◽  
B Schneider ◽  
K Koschek

For lightweight materials, e.g. aluminium, the definition of proper joining technology relies on material properties, as well as design and manufacturing aspects. Substrate thickness is especially relevant due to its impact on the weight of components. The present work compares the performance of adhesively bonded (AJ) to hybrid riveted-bonded joints (HJ) using aluminium substrates. To assess the lightweight potential of these joining methods, the effect of substrate thickness (2 and 3 mm) on the lap-shear strength (LSS) of single lap joints is investigated. An epoxy-based structural adhesive is employed for bonding, whilst HJs are produced by lockbolt rivet insertion into fully cured adhesive joints. The stiffness of joints increased with an increase of substrate thickness. HJs presented two-staged failure process with an increase in energy absorption and displacement at break. For HJs, the substrate thickness changed the failure mechanism of rivets: with thicker substrates failure occurred due to shear, whereas in thinner substrates due to rivet pulling-through. The LSS of 2 mm and 3 mm-thick AJs is similar. With 2 mm-thick substrates, the LSS of HJs was lower than AJs. In contrast, the highest LSS is obtained by the 3 mm-thick HJs. The highest lightweight potential, i.e. LSS divided by weight, is achieved by the 2 mm-thick AJs, followed by the 3 mm-thick HJs with a loss of ca. 10% of specific LSS.


2019 ◽  
Vol 54 (9) ◽  
pp. 1245-1255 ◽  
Author(s):  
HFM de Queiroz ◽  
MD Banea ◽  
DKK Cavalcanti

The application of adhesively bonded joints in automotive industry has increased significantly in recent years mainly because of the potential for lighter weight vehicles, fuel savings and reduced emissions. The use of composites in making automotive body components to achieve a reduced vehicle mass has also continuously increased. Natural fibre composites have recently attracted a great deal of attention by the automotive industry due to their many attractive benefits (e.g. high strength-to-weight ratio, sustainable characteristics and low cost). However, the literature on natural fibre-reinforced polymer composite adhesive joints is scarce and needs further investigation. The main objective of this study was to evaluate and compare the mechanical performance of adhesively bonded joints made of synthetic- and natural fibre-reinforced polymer composites. Similar and dissimilar single lap joints bonded with a modern tough structural adhesive used in the automotive industry, as well as the epoxy resin AR260 (the same resin used in composite fabrication) were tested. It was found that the average failure loads varied significantly with adhesive material strength and adherend stiffness. Furthermore, it was also observed that failure mode has a significant effect in failure load. The jute-based natural fibre composites joints, both hybrid and purely natural, were superior in strength compared to the sisal-based natural composites joints.


Sign in / Sign up

Export Citation Format

Share Document