Free vibration analysis of a cracked cantilever beam with two types of additional substructure attachment is investigated using ANSYS program. The cantilever beam is used as a master structure with single substructure attachment in various locations (as 1-DOF mass attachment and 1-DOF mass-spring attachment) with influence of crack in different location and depths. The results for the changes of the natural frequencies of a cracked beam are compared with the results produced by Vahit et al [1]. So the same geometrical properties have been studied. In additional work a cracked beam carrying two types of substructure attachment are compared with the results of the beam without a crack and with multi crack depth. In all calculations the beam has a uniform cross-section and the crack was modeled by reduction in the modulus of the beam. The reducing effects of the cracked beam on the natural frequencies had been more apparent with the substructure attached to the beam in different situations. The effect of mass-spring substructure is larger than the effect of the attachment when modeled as mass substructure for the same mass, with 17% for the first natural frequency and 2% for the second and third natural frequencies. The results can be used to identify cracks in simple beam structure; cracks have a clearer decreasing impact on the natural frequencies.
The forced deflections of simply supported cracked composite beams are investigated when subjectedto moving dynamic load. The crack is modeled as rotational spring and used in the formulationof the composite beam with a moving load in sinusoid wave. The numerical solution issatisfactory compared to the experimental results. The effects of crack depth and crack positionsat different load speed are studied. The results show that the forced deflection increased withincreasing the speed ratio and crack depth.
A finite element method for free vibration analysis of generally laminated composite plateswith central crack and clamped edges have been studied using ANSYS 5.4 program. The fiber-reinforced composite materials are ideal for structural applications where highstrength-to-weight and stiffness-to-weight ratios are required, where structures must safelywork during its service life. But damages initiate a breakdown period on the structures.Cracks are among the most encountered damage types in the structures. The non-dimensionalfundamental frequency of vibration decreases with presence of cracks because, therigidity of cracked plate decreases. The natural frequency of plates depends on size andshape of the cracks, the effect of number of layers is found to be insignificant beyond fourlayers and the change of fiber orientation increasing the fundamental frequency of vibration.The results obtained have been compared with the available published literature with goodagreement results
This paper presents the experimental results of composite slabs under static and impact loading. Total of six specimens classified one specimen test under static loading and the remaining five were tests under impact dynamic loading with different parameters as type of connections and degree of interaction of composite slab. Low - velocity impact test was adopted by select the falling mass (4 kg) made from steel material and formed as ball shape without nose. The ball dropped freely from height of (2.4 m) and strikes the top of composite slab. The designed dimensions of specimens is (500×500×60 mm) as reinforced concrete slab that reinforced by mesh of (RBC) and the steel plate is (3 mm) in thickness. Deflection due to first crack is recorded, number of blows caused first crack and failure were counted. The test results showed that the welded stud connectors gives high strength capacity and resistance under static and impact dynamic loadings than other than type of connections, also, full interaction as degree of interaction is better than others
This research investigates the impact resistace of reinforced high strength concrete slabs with steel meshes (BRC) modified by styrene butadiene rubber (SBR) with different weight ratios of polymer to cement as follows: 3%, 5% and 7%. Reference mix was produced for comparison of results. For all selected mixes, cubes (100×100×100mm) were made for compressive strength test at (365) days. In conducting low-velocity impact test, method of repeated falling mass was used: 1400gm steel ball falling freely from height of 2400mm on reinforced panels of (50×50×800 mm) reinforced with one layer of (BRC). The number of blows causing first crack and final perforation (failure) were calculated, according to the former results, the energy of each case was found. Results showed an improvement in compressive strength of polymer modified high strength concrete (PMHSC) over reference mix; the maximum increase being of it were (3.93%-11.96%) at age of (365) days. There is significant improvement in low-velocity impact resistance of all polymer modified mixes over reference mix. Results illustrated that polymer modified mix of (3%) give the its higher impact resistance than others, the increase of its impact resistance at failure over reference mix was (154.76%) while, for polymer modified mix (5%) it was (30.95%) and it was (14.28%) for polymer modified mix of (7%).
This paper investigates the possibility of strengthening Reinforced Concrete (RC) beams under pure torsion loadings. The torsional behaviour of strengthened RC beams with near-surface mounted steel and CFRP bars was investigated. The verification with the experimental work was performed to ensure the validity and accuracy which revealed a good agreement through the torque-rotation relationship, ultimate torque, and rotation, and crack pattern. This numerical study included testing of thirteen specimens (one of them was control beams while the remaining 12 were strengthened beams) with several parameters such as mounting spacing and configuration. The analytical results revealed that the addition of NSM rebar redistributed the internal stresses and enhanced the ultimate torsional strength, torque-rotation capacity, ductility, and energy absorption of the concrete beams. Most of the strengthened beams revealed the appearance of the cracks at a phase less than the reference beam by an average of (9%). Concerning the NSM strengthening, the CFRP bars provided a higher enhancement ratio when compared with the beams that strengthened with NSM steel rebar especially for the strengthening space equal to 130 mm and more. The ultimate torsional strength increased by (3.5%) and rotation decreased by (4%) approximately when the steel rebar was replaced by the carbon bar. The ductility and energy absorption of the analysed beams showed that the strengthening enhanced the ductility of the twisted beams. The ductility values varied according to the method of strengthening used, as it showed the highest values of the beam that was strengthened small spacing.
This paper presents a nonlinear finite element analysis of reinforced concrete beams subjected to pure torsion. A verification procedure was performed on three specimens by finite element analysis using ANSYS software. The verification with the experimental work revealed a good agreement through the torque-rotation relationship, ultimate torque, rotation, and crack pattern. The studied parameters of strengthening by CFRP sheets included strengthening configurations and number of CFRP layers. The confinement configuration methods included full wrapping sheet around the beam, U-shaped sheet, ring strips spaced at either 65 or 130 mm, longitudinal strips at the top and bottom faces, U-shaped strips in addition to the number of layers variable. It was found that the performance of the beam for resisting a torsional force was improved by (33-49%) depending on the method of coating with CFRP sheets and the number of used layers. A change in the angle of twist, as well as the shape of the spread of cracks, was also noticed from the predicted results.
The Cooper-Harper rating of aircraft handling qualities has been adopted as a standard for measuring the performance of aircraft. In the present work, the tail plane design for satisfying longitudinal handling qualities has been investigated with different tail design for two flight conditions based on the Shomber and Gertsen method. Tail plane design is considered as the tail/wing area ratio. Parameters most affecting on the aircraft stability derivative is the tail/wing area ratio. The longitudinal handling qualities criteria were introduced in the mathematical contributions of stability derivative. This design technique has been applied to the Paris Jet; MS 760 Morane-Sualnier aircraft. The results show that when the tail/wing area ratio increases the aircraft stability derivative increases, the damping ratio and the natural frequency increases and the aircraft stability is improved. Three regions of flight conditions had been presented which are satisfactory, acceptable and unacceptable. The optimum tail/wing area ratio satisfying the longitudinal handling qualities and stability is (0.025KeywordsLongitudinal Handling---Stability---Tail Design
The behaviour of multiple cracked cantilever composite beams is studied when subjected to moving periodic force. In this investigation a new model of multiple cracked composite beams under periodic moving load is solved. Three cracks are considered at different position of the beam for numerical solution. The results from experimental work compared to numerical solution. The multiple cracks are identified easily from the deflection graphs at different force speed. Influences of crack depth at different load speed are investigated
The main purpose of this search is to study the punching shear behavior of fourteen specimens of Reactive Powder Concrete (RPC) two-way flat plate slabs, half of these slabs have been exposed to a high temperature up to 400 C° by using an electric oven. All slabs have dimensions of (400x400x60) mm, with steel reinforcement mesh of (Ø6mm) diameter. Laboratory tests show that there is an increase in the value of First Crack Loading (FCL) and Ultimate Load (UL) by (208, and 216.67) % and a decrease in deflection by (56.85) % due using slab with complete reactive powder relative to a slap made of normal concrete. The use of the (RPC)mixture in layers in slabs gave results close to the slab which consists of full (RPC) this gives the benefit of more than the use of a slab that contains full reactive powder concrete in terms of cost, the increase was in FCL and UL by (130.8, 169.23, 102.7 and 135.135) % and a decrease in the value of deflection by (37.17, 47.64) %. The use of a partial reactive powder mixture also showed good results, and by increasing the dimensions of the RPC area, the results were better. the increase in FCL and UL by (54, 116, and 185) % and (53, 116.67, and 166.67) % and a decrease in value of deflection by (36.12, 42.4, and 50.26) % from reference slab. When slabs are subjected to high temperatures, there may be a decrease in the value of the FCL and UL and an increase in the value of deflection when compared to models not exposed to high temperature. But when compared to the reference slab with the same circumstance showed an increase in the value of the FCL and the rate ranged between (50- 200) % and the UL was the ratio ranged between (51.35-208.1) % and a decrease in the value of the deflection where the ratio ranged (21-46) %
This study aims to examine the relationship between the corrosion rate of longitudinal tensile steel bars and the maximum flexural strength of reinforced concrete RC beams. The study's methodology is designed to show the structural behavior of corroded and non-corroded RC beams, such as ultimate load, deflection, stiffness, crack patterns, and failure mode. Three rectangular beams were cast with dimensions (150× 200 ×1200) mm, and all specimens have the same amount of longitudinal and transverse reinforcement and the same concrete strength. The major parameter is the theoretical mass loss level due to corrosion (0, 10, 15) %. Electrochemical technique was used to accelerate the corrosion in the longitudinal tensile bars. All RC beams were tested under four-point monotonic loading. The test results confirm that the cracking load in corroded beams decreased by 25% comparative to the non- corroded beam. The increase of the percent of corrosion experimental mass loss by 8.25 and 14.15 % decreased the ultimate load by about 14 % and 27%, respectively. This reduction coincided with the decrease in deflection values in mid-span for the ultimate load, which decreased by 53.9% and 46.3%. However, the flexural stiffness was reduced by 13.4 and 15.6% for corroded beams with mass loss (8.25 and 14.15), respectively, compared to the control beam (non-corroded RC beam).