Producing composite parts using low-cost processes such as resin transfer moulding (RTM) has received much interest in the aerospace industry. RTM manufactured components require near net shape preforms which closely fit mould cavities. To reduce labour costs associated with composite production, automated preforming processes must be utilized. However, obtaining reproducible high quality preforms is required for manufacturing consistent high quality parts. Stitched multilayer 3D non crimp fabric preforms are well suited for automation and an investigation into quality and performance of components manufactured from these preforms is required. This thesis provides an initial evaluation of quality and mechanical properties of components made from stitched multilayer 3D non crimp fabric preforms using RTM. Similar sized flat plates of varying fibre volume fractions were manufactured to evaluate flexural modulus and strength, short beam shear strength and drop weight impact resistance of the material. Also, integral reinforced panels (IRPs) featuring a reinforcing section joined to a flat plate of varying laminating sequences were manufactured to evaluate debonding strength between sections. Optical microscopy was performed on component samples to determine quality based on void content and was found to be within acceptable limits for production composites. Flexural moduli were found to be comparable with theoretical expected values, however flexural strength was limited by the presence of transverse stitches. Short beam shear strength results showed high consistency between specimens, however were lower than comparable values found in literature. Impact specimens showed consistency among specimens, with greater damage resistance than comparable values found in literature. Determining debonding strength proved difficult as different failure modes were observed between IRPs, however, initial baseline values were acquired.

Gegenstand der vorliegenden Dissertationsschrift ist die Entwicklung und Umsetzung von neuartigen Hybridgarnen aus recycelten Carbonfasern (rCF) und Polyamid (PA) 6-Fasern für thermoplastische Verbundbauteile mit hohem Leistungsvermögen. Diese Hybridgarne können die hervorragenden mechanischen Eigenschaften der rCF im Gegensatz zu bisherigen Lösungen auf Basis von Spritzguss und Vliesstoffen in hohem Maße ausnutzen. Bedingt durch deren spezielle Fasereigenschaften (insbesondere hohe Querkraftempfindlichkeit, Sprödigkeit und fehlende Kräuselung) wurde dafür die Prozesskette der konventionellen Stapelfasergarnherstellung, bestehend aus Krempel, Strecke und Flyer, umfangreich analysiert und technologisch-konstruktiv weiterentwickelt, wodurch erstmalig eine schonende und gleichmäßige Herstellung der Hybridgarne ermöglicht werden konnte. Für eine reproduzierbare und effiziente Prüfung der Faserlänge der rCF wurde zudem ein anforderungsgerechtes Faserlängenmesssystem auf Basis der Fibrographmethode entwickelt. Die im Rahmen der Arbeit abschließend durchgeführten Verbund-prüfungen belegen das enorm hohe Potential der Hybridgarne, die über 80 % der Verbundzugfestigkeit von vergleichbaren Referenzprüfkörpern aus Carbon-Filamentgarn und PA 6-Matrix erreichen. Das entwickelte analytische Modell bietet zudem die Möglichkeit zur Berechnung der Verbundzugkennwerte in Abhängigkeit wesentlicher Faser- und Hybridgarnparameter.

Stable Unbonded Fibre Reinforced Elastomeric Isolators (SU-FREI) have been investigated extensively for seismic applications, with over 20 years of literature supporting their use in isolation of structures as an alternative to conventional Steel Reinforced Elastomeric Isolators (SREI). Preliminary investigations have been conducted into their potential use as bridge bearings, where they could provide an alternative to unreinforced and steel reinforced elastomeric bearings. SU-FREI offer a number of potential advantages in this application relative to SREI, including compactness due to thinner reinforcement layers, ease of installation, rotational tolerances, and ease of manufacture. Recently, SU-FREI have been installed under certain highway bridges along the 407 ETR where the previous unreinforced elastomeric bearings had experienced failure. Monitoring has been conducted by Associated Engineering for the 407 ETR Corporation. Data was collected from this monitoring program and field visits have been conducted to observe the condition of the bearings. The original design process used for the SU-FREI bearings has also been reviewed. The monitoring data was compared against design calculations, and the behavior of the SU-FREI analysed to determine whether they meet performance expectations and are suitable for further use as bridge bearings. It was found that some SU-FREI had experienced degradation, including the appearance of an unidentified liquid. The causes of deterioration were investigated and postulated to be primarily related to design limitations imposed by the geometry of the bridges, original design calculation assumptions, and installation issues. Where these factors were not present, the SU-FREI bearings were found to have experienced little to no deterioration. Furthermore, it was determined through comparative design calculations that the FREI outperformed equivalent SREI with regard to rotational capacity. Recommendations have been developed for future deployment of SU-FREI as bridge bearings. Based on the results of initial deployments, larger-scale employment of SU-FREI in this application should be considered. / Thesis / Master of Applied Science (MASc) / Concrete and steel bridges deform due to temperature changes, traffic motion, and other factors. To allow these deformations without inducing large forces or damage, bearings are employed between the bridge deck and supports. One type of bearing consists of alternating layers of rubber and steel: steel strengthens the bearing, while the rubber provides lateral and rotational flexibility. A relatively new type of bearing has been developed and tested that replaces the steel layers with carbon fibre. Recently, several of these new SU-FREI bearings have been installed on actual highway bridges. The focus of this thesis is on the performance of SU-FREI installed as bridge bearings. The goal was to observe their performance, identify any unexpected behavior, and create recommendations for future consideration whenever SU-FREI are to be used as bridge bearings. Generally, it was found that their performance is satisfactory provided they are designed and used appropriately.

no / Although several research studies have been conducted on simply supported concrete elements reinforced with fibre reinforced polymer (FRP) bars, there is little reported work on the behaviour of continuous elements. This paper reports the testing of four continuously supported concrete slabs reinforced with carbon fibre reinforced polymer (CFRP) bars. Different arrangements of CFRP reinforcement at mid-span and over the middle support were considered. Two simply supported concrete slabs reinforced with under and over CFRP reinforcement and a continuous concrete slab reinforced with steel bars were also tested for comparison purposes. All continuous CFRP reinforced concrete slabs exhibited a combined shear–flexure failure mode. It was also shown that increasing the bottom mid-span CFRP reinforcement of continuous slabs is more effective than the top over middle support CFRP reinforcement in improving the load capacity and reducing mid-span deflections. The ACI 440.1R–06 formulas overestimated the experimental moment at failure but better predicted the load capacity of continuous CFRP reinforced concrete slabs tested. The ACI 440.1R–06, ISIS–M03–07 and CSA S806-06 design code equations reasonably predicted the deflections of the CFRP continuously supported slabs having under reinforcement at the bottom layer but underestimated deflections of continuous slabs with over-reinforcement at the bottom layer.

yes / This paper reports the testing of three continuously and two simply supported concrete beams reinforced with carbon fibre reinforced polymer (CFRP) bars. The amount of CFRP reinforcement in beams tested was the main parameter investigated. A continuous concrete beam reinforced with steel bars was also tested for comparison purposes. The ACI 440.1R-06 equations are validated against the beam test results. Test results show that increasing the CFRP reinforcement ratio of the bottom layer of simply and continuously supported concrete beams is a key factor in enhancing the load capacity and controlling deflection. Continuous concrete beams reinforced with CFRP bars exhibited a remarkable wide crack over the middle support that significantly influenced their behaviour. The load capacity and deflection of CFRP simply supported concrete beams are reasonably predicted using the ACI 440.1R-06 equations. However, the potential capabilities of these equations for predicting the load capacity and deflection of continuous CFRP reinforced concrete beams have been adversely affected by the de-bonding of top CFRP bars from concrete.

The use of carbon fibre-reinforced plastic technology is steadily gaining traction in the modern automotive industry as a lightweight alternative to conventional materials. The versatile chemical resistance of polyamide resins combined with the high strength properties of carbon fibre filler content aims to meet this growing need in the industry. By employing a number of accelerated and amplified ageing techniques, this work hopes to assess the resilience of carbon fibre-reinforced polyamide composites in a variety of foreseeable chemical, temperature, moisture, and stress environments. The resins included in this characterization study include polyamide-6 (PA6) and polyamide-6,6 (PA6/6). The carbon fibre-reinforced composite specimens are subject to long term immersion in commercial automotive fluids at room and elevated temperatures. Results show that the mechanical properties of both polyamide resins are sensitive to windshield washer fluid exposure, regardless of temperature. The significant drop in glass transition temperature and greater elongation at break confirmed a plasticization effect. The Young’s modulus and tensile strength experienced a loss of approximately 40% at saturation. Elevated temperatures resulted in increased fluid sorption rates of antifreeze and E-20 gasoline into the PA6 composite specimens. Likewise, a corresponding drop in PA6 composite mechanical properties was noted for the antifreeze and E-20 gasoline at elevated temperatures. The mechanical properties of the PA6/6 composite were largely retained in all tested automotive fluids, except windshield washer fluid, at elevated temperatures. The effect of absorbed fluid on mechanical properties tended to increase with higher fibre loadings for the PA6/6 composite and lower fibre loadings for the PA6 composite. Finally, a single parameter acoustic emission testing technique was employed to assess internal damage of stressed PA6 composite specimens exposed to different temperature and humidity levels. However, there was no discernible correlation between environmental stress conditions and internal damage for short term exposure times. / Thesis / Master of Applied Science (MASc) / The use of carbon fibre-reinforced plastic technology is steadily gaining traction in the modern automotive industry as a lightweight alternative to conventional materials. The versatile chemical resistance of polyamide resins combined with the high strength properties of carbon fibre filler content aims to meet this growing need in the industry. By employing a number of accelerated and amplified ageing techniques, this work assessed the resilience of carbon fibre-reinforced polyamide composites in a variety of foreseeable chemical, temperature, moisture, and stress environments. The composite only showed significant sensitivity to windshield wiper fluid in the tests.

yes / This paper reports the testing of five reinforced concrete continuous beams strengthened in flexure with externally bonded carbon-fibre-reinforced polymer (CFRP) laminates. All beams had the same geometrical dimensions and internal steel reinforcement. The main parameters studied were the position and form of the CFRP laminates. Three of the beams were strengthened using different arrangements of CFRP plate reinforcement, and one was strengthened using CFRP sheets. The performance of the CFRP-strengthened beams was compared with that of an unstrengthened control beam. Peeling failure was the dominant mode of failure for all the strengthened beams tested. The beam strengthened with both top and bottom CFRP plates produced the highest load capacity. It was found that the longitudinal elastic shear stresses at the adhesive/concrete interface calculated at beam failure were close to the limiting value recommended in Concrete Society Technical Report 55.

Thesis (MScEng)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: This study set out to determine the debonding of externally applied Carbon Fibre Reinforced Polymer (CFRP) plates from RC structures under cyclic loading. Triplet shear tests and finite element (FE) analyses were done on the epoxy to determine the bond stress between the CFRP plate and a reinforced concrete specimen. From these tests and analyses the average shear strength of the bond between the epoxy and concrete substrate was determined and the shear strength of the epoxy specified by the supplier could be confirmed. A case study of a statically loaded beam was performed to verify the bond strength. Finally a reinforced concrete (RC) T-section was designed and pre-cracked to simulate a damaged beam in practice. These sections were then externally reinforced by bonding CFRP plates onto the face of the web. The sections were subjected to static and cyclic loading at different force amplitudes. Along with the experimental tests, FE models were developed and analysed which had the same geometrical and material properties as the experimental specimens. Due to time constraint a FE mesh objectivity study was not done, but the chosen element size is believed to be sufficiently small to replicate the experimental tests objectively. The FE analyses and the experimental tests yielded results that were close to each other on both the global scale and in terms of localised behaviour, thus it was decided that the computational approach could be used for the final design of a model of the debonding of CFRP plates bonded onto RC beams under cyclic loading because the data can be analysed more easily and a large variation of tests can be done. For the T-section 3 tests were conducted; a pull-off (static) test where the bonded CFRP plate was pulled from a specimen to get the ultimate failure envelope of the test specimens. The static test was followed by cyclic tests with force amplitude of 85% and 65% of the ultimate pull-off strength. Different measurements were taken to get the global and local displacement behaviour of the section. The global displacement was measured by means of a linear variable displacement transducer (LVDT, displacement meter) clamped onto the CFRP plate that pushed on the top of the concrete and the local displacement was measured with the help of the Aramis system. The displacement was then compared to the same displacements of nodes and elements in the FE models. The result was a confirmation that the results from the FE models were sufficient to design a model for cyclic debonding of CFRP plates from RC structures. From the FE models the relative displacement between the CFRP plate and concrete was obtained in the vicinity of a crack. This relative displacement was then normalised by the respective stress range of the different tests, from which the normalised relative displacement was plotted against the number of cycles to get an equation limiting the number of cycles for a specific stress range. From the results, it appears that for cyclic load levels up to 65% of the peak static resistance, a threshold number of load cycles are required for delamination initiation. Subsequently, a near constant delamination rate is reached. The delamination rate is significantly lower for lower cyclic load levels. Finally, an unstable delamination stage is reached at a level of about 65 μm for all the analyses, after which CFRP pull-off is imminent. Service life design of CFRP reinforcement of RC beams should take into consideration the delamination initiation threshold, the subsequent delamination rate and finally the initiation of unstable delamination. / AFRIKAANSE OPSOMMING: Die projek is uitgevoer om die delaminasie van ekstern aangewende Koolstof Vesel Versterkte Polimeer (KVVP) stroke op gewapende beton strukture te bepaal onder sikliese belasting. Triplet skuif toetse is gedoen op die gebruikte epoksie om die verband-sterkte te bepaaltussen die KVVP stroke en die beton proefstuk. Die skuif toetse is ook met behulp van die eindige element (EE) metode geanaliseer. Die resultaat van die toetse en analises het gewys dat die verband sterkte tussen die KVVP stroke en beton gelyk is aan die skuif sterkte van die epoksie wat verskaf is. `n Gevalle studie van `n monotonies belaste balk is gedoen om die verband-sterkte te verifieër. `n Gewapende beton T-snit is ontwerp en voor-af gekraak om `n beskadigde balk in die praktyk voor te stel. Die beskadigde proefstukke is vervolgens ekstern versterk met KVVP stroke wat aan die web van die T-snit vas geplak is. Die versterkte T-snitte is getoets onder statiese en sikliese belasting. Die sikliese toetse is ook onder verskillende spanningsamplitudes getoets. Om die eksperimentele toetse te verifieër is EE modelle gebou en geanaliseer wat dieselfde geometriese en materiaal eienskappe as die eksperimentele proefstukke gehad het, maar as gevolg van `n tydsbeperking is `n sensitiwiteit studie oor die element grootte nie gedoen nie. Die element grootte is klein genoeg gekies en word beskou as voldoende om die gedrag objektief te simuleer. Die EE analises en eksperimentele resultate was na genoeg aan mekaar op beide globale en lokale vlak. Dus is `n analitiese benadering tot die toetse vervolgens gebruik vir die ontwerp van `n model vir delaminasie van KVVP stroke van gewapende beton strukture onder sikliese belasting. Die EE metode stel die analis in staat om `n verskeidenheid van toetse relatief vinnig uit te voer en om die data van die toetse vinniger te interpreteer as deur fisiese eksperimentele toetse. Drie eksperimente is uitgevoer op die T-snitte, `n aftrek-toets (staties) waar die KVVP strook van `n proefstuk afgetrek is om die falingsomhullende diagram te kry en dan ook twee sikliese toetse teen 85% en 65% van die krag amplitude van die falingskrag. Verplasingsmeters is gebruik om die globale verplasing te kry, deur dit vas te klamp op die KVVP strook en dan die verplasing te meet relatief tot die bokant van die beton. Die lokale veplasing is met behulp van die Aramis sisteem verkry. Die eksperimentele verplasings is dan vergelyk met verplasings van die ooreenstemmende nodes en elemente in die EE modelle. Deur die vergelyking van die resultate is dit bevestig dat die eindige element modelle voldoende is om die model vir sikliese delaminasie van KVVP stroke van gewapende beton strukture te gebruik vir die ontwerp. Uit die EE modelle is die relatiewe verplasing tussen die KVVP strook en die beton gekry in die omgewing van `n kraak. Die relatiewe verplasing is genormaliseer deur elkeen se spanningsamplitude. Die genormaliseerde relatiewe verplasing is dan teenoor die aantal siklusse geteken waarvan `n vergelyking vir die maksimum verplasing afgelei is om die aantal siklusse vir `n gegewe spanning amplitude te beperk. Uit die resultate blyk dit dat vir sikliese laste tot en met 65% van die piek statiese weerstand `n aantal siklusse moontlik is voordat delaminasie begin waarna `n konstante delaminasie tempo bereik word. Die delaminasie tempo is stadiger vir sikliese laste teen `n laer belastings amplitude. Laastens word `n onstabiele delaminasie fase bereik by `n vlak van ongeveer 65 μm, na die oorgang delamineer die KVVP strook binne enkele siklusse. Die beginpunt van delaminasie, die delaminasie tempo en laastens die begin van onstabiele delaminasie moet in gedagte gehou word by die ontwerp diens leeftyd van KVVP versterkte gewapende beton balke.

This thesis documents the findings of a three year experimental investigation into the impact damage resistance and damage tolerance of composite honeycomb sandwich panels. The primary area of work focuses on the performance of sandwich panels under quasi-static and low-velocity impact loading with hemispherical and flat-ended indenters. The damage resistance is characterised in terms of damage mechanisms and energy absorption. The effects of varying the skin and core materials, skin thickness, core density, panel boundary conditions and indenter shape on the transverse strength and energy absorption of a sandwich panel have been examined. Damage mechanisms are found to include delamination of the impacted skin, core crushing, limited skin-core de bonding and top skin fibre fracture at high loads. In terms of panel construction the skin thickness is found to dominate the panel strength and energy absorption with core density having a lesser influence. Of the external factors considered the indenter noseshape has the largest effect on both failure load and associated damage area. An overview of existing analytical prediction methods is also included and the most significant theories applied and compared with the experimental results from this study. The secondary area of work expands the understanding obtained from the damage resistance study and assesses the ability of a sandwich panel to withstand in-plane compressive loading after sustaining low-velocity impact damage. The importance of the core material is investigated by comparing the compression-after-impact strength of both monolithic carbon-fibre laminates and sandwich panels with either an aluminium or nomex honeycomb core. The in-plane compressive strength of an 8 ply skinned honeycomb sandwich panel is found to be double that of a 16 ply monolithic laminate, with the type of honeycomb also influencing the compressive failure mechanisms and residual compressive strength. It is concluded that under in-plane loading the stabilising effect of the core opposes the de-stabilising effect of any impact damage.

An investigation on the application of basalt fibre reinforced polymer (BFRP) and carbon fibre reinforced polymer (CFRP) bars as longitudinal reinforcement for simple and continuous concrete slabs is presented. Eight continuously and four simply concrete slabs were constructed and tested to failure. Two continuously supported steel reinforced concrete slabs were also tested for comparison purposes. The slabs were classified into two groups according to the type of FRP bars. All slabs tested were 500 mm in width and 150 mm in depth. The simply supported slabs had a span of 2000 mm, whereas the continuous slabs had two equal spans, each of 2000 mm. Different combinations of under and over FRP (BFRP/CFRP) reinforcement at the top and bottom layers of slabs were investigated. The continuously supported BFRP and CFRP reinforced concrete slabs exhibited larger deflections and wider cracks than the counterpart reinforced with steel. The experimental results showed that increasing the bottom mid-span FRP reinforcement of continuous slabs is more effective than the top over middle support FRP reinforcement in improving the load capacity and reducing mid-span deflections. Design guidelines have been validated against experimental results of FRP reinforced concrete slabs tested. ISIS-M03-07 and CSA S806-06 equations reasonably predicted the deflections of the slabs tested. However, ACI 440-1R-06 underestimated the deflections, overestimated the moment capacities at mid-span and over support sections, and reasonably predicted the load capacity of the continuous slabs tested. On the analytical side, a numerical technique consisting of sectional and longitudinal analyses has been developed to predict the moment-curvature relationship, moment capacity and load-deflection of FRP reinforced concrete members. The numerical technique has been validated against the experimental test results obtained from the current research and those reported in the literature. A parametric study using the numerical technique developed has also been conducted to examine the influence of FRP reinforcement ratio, concrete compressive strength and type of reinforcement on the performance of continuous FRP reinforced concrete slabs. Increasing the concrete compressive strength decreased the curvature of the reinforced section with FRP bars. Moreover, in the simple and continuous FRP reinforced concrete slabs, increasing the FRP reinforcement at the bottom layer fairly reduced and controlled deflections.