The behavior of bonded doubler splices for composite sandwich panels

The results of an investigation into the behavior of adhesively bonded doubler splices of two composite material sandwich panels are presented. The splices are studied from three approaches: analytical; numerical (finite elements); and experimental. Several parameters that characterize the splice are developed to determine their influence upon joint strength. These parameters are: doubler overlap length; core stiffness; laminate bending stiffness; the size of the gap between the spliced sandwich panels; and room and elevated temperatures. Similarities and contrasts between these splices and the physically similar single and double lap joints are discussed. The results of this investigation suggest several possible approaches to improving the strength of the sandwich splices

Experimental Results on Staggered Lapped Bars in FRC

The paper presents experimental results on lap splices in fiber reinforced concrete (FRC). Four point bending tests were carried out on several full-scale beams with all or part of the longitudinal reinforcement lap spliced at mid-span. The beams were reinforced with either 16 mm or 20 mm diameter rebars and included various lap splices configurations varying the percentage of lapped bars. The behaviour of lapped bars in FRC with a volume content of steel hooked fibres equal to 0.5% was investigated. The results show that the post-peak behaviour of FRC can enhance the strength of staggered lapped splices as well as it can reduce their brittleness, thus allowing a reduction of lap length when only a portion of bars at a section are lapped. The results show also the benefits on the durability of concrete members due to the capability of the fibres to markedly reduce the splitting cracks along the splice at service loadings

Test results for composite specimens and elements containing joints and cutouts

A program was conducted to develop the technology for joints and cutouts in a composite fuselage that meets all design requirements of a large transport aircraft for the 1990s. An advanced trijet derivative of the DC-10 was selected as the baseline aircraft. Design and analysis of a 30-foot-long composite fuselage barrel provided a realistic basis for the test effort. The primary composite material was Hexcel F584 resin on 12 K IM6 fiber, in tape and broadgoods form. Fiberglass broadgoods were used in E-glass and S-glass fiber form in the cutout region of some panels. Additionally, injection-molded chopped graphite fiber/PEEK was used for longeron-to-frame shear clips. The test effort included four groups of test specimens, beginning with coupon specimens of mono-layer and cross-piled laminates, progressing through increasingly larger and more complex specimens, and ending with two 4- by 5-foot curved fuselage side panels. One of the side panels incorporated a transverse skin splice, while the second included two cabin window cutouts

Issued as a Documentation Report on an Investigation of Field-Made Joints in Prestressed Reinforced Concrete Highway Girder Bridges, Project IHR-303, Phase 2

A prototype bridge girder was designed, built, and tested. The 250 ft long two-span girder was made of 3 precast segments about 88, 74, and 88 ft in length. The segments were supported on 3 final and 2 temporary supports. The joints were of cast-in-place concrete, as was the composite deck. After the site-cast concrete was cured, the structure was post-tensioned to establish continuity and the temporary supports were removed. The two longer segments were pretensioned to resist the girder and deck dead loads, while the shorter segment was reinforced with deformed bars for the same loads. The structure was subjected to a series of loadings, during which deflections, reactions, and concrete strains were measured. The loads approximated AASHTO HS-20 vehicles. The first 4 tests ,were to service loads, with total applied loads of 73.6 kips. The structure remained elastic and crack free during these tests. Two tests were to the design ultimate load, 198.7 kips. A load of 328.2 kips was applied in the final test without causing failure. The final loading was applied to produce maximum shear in one splice, and a shear failure, complicated by large flexural deformations, appeared to be developing when the test ended. The final test produced a maximum deflection of 10.8 in., and a residual of about 1.0 in. The joint details used in the prototype structure were adequate, and the presence of the, joint had no influence on the behavior of the structure until extremely large overloads were reached.State of Illinois Department of TransportationU.S. Department of Transportation. Federal Highway AdministrationProject IHR-30

Fibre-reinforced polymer strengthening of substandard lap-spliced reinforced concrete members: A comprehensive survey

Externally bonded Fibre Reinforced Polymer (FRP) confinement is extensively used to improve the bond strength of substandard lap spliced steel bars embedded in reinforced concrete (RC) components. However, the test results from bond tests on such bond-deficient components are not fully conclusive, which is reflected in the few design guidelines available for FRP strengthening. For the first time, this article presents a comprehensive survey on FRP strengthening of substandard lap-spliced RC members, with emphasis on the adopted experimental methodologies and analytical approaches developed to assess the effectiveness of FRP in controlling bond-splitting failures. The main findings and shortcomings of previous investigations are critically discussed and further research needs are identified. This review contributes towards the harmonisation of testing procedures so as to facilitate the development of more accurate predictive models, thus leading to more cost-effective strengthening interventions

Drift Capacity of Structural Walls with Lap Splices

Twelve large-scale reinforced concrete specimens with lap splices in the longitudinal reinforcement were tested at Purdue University’s Bowen Laboratory to produce data to evaluate the deformability of structural walls with lap splices at their base. Previous work on lap splices has focused mainly on splice strength. But in consideration of demands requiring structural toughness (e.g. blast, earthquake, differential settlement), deformability is arguably more important than strength.To obtain data on splice deformability and to study the response of lap splices in conditions more representative of those occurring in structural walls, eight specimens were tested under four-point bending and four additional specimens were tested as cantilevers under constant axial force and cyclic reversals of lateral displacement. All specimens failed abruptly by disintegration of the lap splice regardless of how the loading was controlled or what detailing was used. Large numbers of loading cycles in the linear range of response did not seem to have an appreciable effect on splice deformability. For structural walls with lap splices comparable to those tested, the observations collected suggest that drift capacity can be as low as 0.5% for splices with minimum cover, minimum transverse reinforcement terminating in hooks, and lap splice lengths selected to reach yielding in the spliced bars. That is, splice failure can occur as yield is reached or soon after. For lap splices 1.3 times longer, drift ratio at splice failure is projected to increase to approximately 0.75% or more. For cover twice as large and transverse reinforcement that is continuous around the lap splice, drift capacity is projected to increase to nearly 1% for splices designed to yield and 1.5% or more for lap splices 1.3 times longer.The evidence gathered suggests that lap splices with minimum cover and confined only by minimum transverse reinforcement terminating in hooks should not be used in applications requiring toughness in structural walls

Application study of filamentary composites in a commercial jet aircraft fuselage

A study of applications of filamentary composite materials to aircraft fuselage structure was performed. General design criteria were established and material studies conducted using the 727-200 forebody as the primary structural component. Three design approaches to the use of composites were investigated: uniaxial reinforcement of metal structure, uniaxial and biaxial reinforcement of metal structure, and an all-composite design. Materials application studies for all three concepts were conducted on fuselage shell panels, keel beam, floor beams, floor panels, body frames, fail-safe straps, and window frames. Cost benefit studies were conducted and developmental program costs estimated. On the basis of weight savings, cost effectiveness, developmental program costs, and potential for early application on commercial aircraft, the unaxial design is recommended for a 5-year flight service evaluation program

Low cycle fatigue tests of reinforced concrete columns and joints built with ribbed reinforcement and plain stirrups

The majority of existing reinforced concrete (RC) buildings were built prior to the introduction of seismic codes. As observed in various recent earthquakes, due to their lack of structural capacity and ductility such structures are very vulnerable and have suffered considerable damage. The number of cyclic tests that have been carried out to investigate the behaviour of RC components with detailing typical of these buildings is very limited. Such tests are very relevant for seismic vulnerability assessment purposes. In this paper, a low-cycle fatigue testing campaign on RC columns and connections specifically devised to investigate various physical parameters that affect damage development, is presented. The campaign consists of 19 columns and 7 beam-column connections. Some of the preliminary results and observations are presented and discussed