Tyre Debris Impact Analysis Using Abaqus

ORIGIN EDSAZB
TYRE DEBRIS IMPACT ANALYSIS USING ABAQUS/EXPLICIT (RSP VERSION)

Technical Report
REFERENCE X51RP1005273
ISSUE 1.0 DATE 7 May 2010
Tyre Debris Impact Analysis using Abaqus/Explicit (RSP

version)
Technical Report
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DOCUMENT LEVEL 1
SUMMARY:
<SUMMARY_BEGIN>
This document provides a description of the process to be followed to perform tyre impact analysis
using the Abaqus/Explicit solver.
KEYWORDS
<SUMMARY_END>
RELATED DOCUMENTS
NAME SIGLUM - FUNCTION DATE & SIGNATURE
AUTHOR(S) R. H. Rigby EDSAZB
APPROVAL Benoit Malherbe EDSAZB
AUTHORIZATION Michel Mahe EDSAZB
© AIRBUS OPERATIONS LTD 2010. All rights reserved. Confidential and proprietary document.
This document and all information contained herein is the sole property of AIRBUS OPERATIONS LTD. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This
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TABLE OF CONTENTS
1 Introduction.......................................................................................................................... 8
1.1 Background ......................................................................................................................... 8
1.2 Detailed Purpose ................................................................................................................. 8
1.3 Organisation of the Document............................................................................................. 8
2 General description of tyre debris analysis techniques ....................................................... 9
2.1 Introduction.......................................................................................................................... 9
3 Tyre debris Impact: cases in which each method can be used ........................................... 9
4 Tyre Debris Impact Simulation .......................................................................................... 10
4.1 Tyre Debris Model ............................................................................................................. 10
4.1.1 Tyre Tread Rubber................................................................................................... 11
4.1.2 Reinforcing Layer ..................................................................................................... 12
4.2 Boundary Conditions ......................................................................................................... 12
4.3 Material Property Definition ............................................................................................... 12
4.3.1 Rubber Material Properties ...................................................................................... 12
4.3.2 Recommended Abaqus material input ..................................................................... 14
4.4 Contact Definition .............................................................................................................. 14
4.5 Output and Results Visualisation ...................................................................................... 15
5 Limitations ......................................................................................................................... 15
6 Conclusion......................................................................................................................... 16
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TABLE OF FIGURES
Figure 1 – Typical mesh for flat small debris model, as used for A380........................................... 11
Figure 2 – Typical mesh for curved tyre debris model .................................................................... 11
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TABLE OF TABLES
Table 1 Tyre debris models – A380 Programme............................................................................. 10
Table 2: Values of K0/ μ0 for typical values of ν ............................................................................... 13
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TABLE OF REFERENCES
N° TITLE REFERENCE ISSUE DATE SOURCE
SIGLUM NAME
1 Deleted for
confidentiality reasons
2 Deleted for
confidentiality reasons
3 Abaqus Users Manual,
Version 6.8
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1 Introduction
This document provides guidelines for the analysis of tyre debris impact using the Abaqus /Explicit
solver.
1.1 Background
Tyre debris impact analysis is used to simulate the effect of high speed impact onto aircraft
structures resulting from tyre damage during takeoff and landing. This is a highly non-linear
transient dynamic event and so is best simulated using the Abaqus /Explicit solver.
1.2 Detailed Purpose

The purpose of this document is to provide guidelines and procedures for the execution of this type
of analysis to ensure that each analysis conforms to Airbus best practice.
1.3 Organisation of the Document

The document is divided into the following chapters detailing the various stages of modelling and
analysing an impact from tyre debris
• Model definition and mesh discretisation

• Definition and evaluation of material properties.
• Contact definition
• Results visualisation
• Limitations
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2 General description of tyre debris analysis techniques
2.1 Introduction
The solution of a tyre debris analysis to provide an accurate load history during high-speed impact
is a challenge in terms of the geometry and material characteristics of both the tyre debris and the
target.
The tyre debris is primarily comprised of rubber which is highly non-linear, virtually incompressible
and can undergo very large elongations before failure. For this reason rubber material models are
referred to as hyperelastic. Many hyperelastic models are available in Abaqus the choice of which
depends on the availability and quality of test data. This will be discussed in more detail in section
4.4.1.
The target structure will not be covered in this document.
3 Tyre debris Impact: cases in which each method can be used
IF… CASE OF USE COMMENTS

The impact event is Use an analytical or Organise rigid reference nodes to capture the
of tyre debris against discrete rigid surface for output required.
a flat rigid plate the target
The impact event is Model the structure Include material damage and failure for the
of tyre debris against explicitly target.
a structure
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4 Tyre Debris Impact Simulation
Depending on the aircraft being studied the tyre debris model may consist of one or more sections
including;
1. Tyre tread (rubber only)
2. Reinforcing plies (steel and/or fibre strands embedded in rubber)
3. Carcass (fibre strands embedded in rubber)

The A380 programme assumed that only the tyre tread impacts the structure. For A350 analysis a
reinforcing layer will also be required.
4.1 Tyre Debris Model
The size and shape of the tyre debris is specified for each aircraft programme. For A380 [1] two
sizes of debris are considered as shown in Table 1.
The thickness of the tyre debris model is determined using the density of the tyre rubber material
(1720kg/m3 for A380 tyre debris).
Large Debris Small Debris
Size (mm) 500 x 500 250 x 250
Mass (kg) 6.42 1.61
Table 1 Tyre debris models – A380 Programme
The tyre debris model should be meshed using solid elements with a minimum of 5 elements
through the thickness of the model with an aspect ratio close to 1:1. This reduces element
distortion and ensures the tyre model converges to a consistent solution. However, it may be
necessary to further refine the mesh if a very fine mesh is used for the structure being impacted.
Figure 1 shows a typical mesh for the small debris model which uses an element size of 3.6mm.
This is a flat piece as used for A380. However, for current and future work it is recommended that
a curve tyre debris model be used as this most closely represents the shape of debris ejected from
the tyre, as shown in Figure 2. Abaqus FE tyre debris model decks are available from Airbus for
each program.
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Figure 1 – Typical mesh for flat small debris model, as used for A380
Figure 2 – Typical mesh for curved tyre debris model
4.1.1 Tyre Tread Rubber
As can be seen in Figure 1 and Figure 2, the rubber of the tyre tread is represented by the ‘red’
part of the model, i.e. all but the last 3mm of the tyre debris. For the mesh in the figures, this is the
first 4 layers of solid elements. The rubber part should be meshed using 8-noded reduced
integration hexahedral solid elements, C3D8R.
In order to help prevent the solution from becoming unstable, it is recommended that section
controls be used to activate distortion control and enhanced hourglass stiffness.
*Section Controls, name=EC-1, DISTORTION CONTROL=YES, HOURGLASS=ENHANCED
1., 1., 1.,
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4.1.2 Reinforcing Layer

As can be seen in Figure 1 and Figure 2, the reinforcing layer represented by the last 3mm layer of
solid elements in the model. The material model for this reinforcing layer is detailed in section
4.3.3.
The reinforcing layer should be meshed using 8-noded reduced integration hexahedral solid
elements, C3D8R. Section controls should be used to activate enhanced hourglass control.
*Section Controls, name=EC-2, DISTORTION CONTROL=YES, HOURGLASS=ENHANCED
1., 1., 1.,
4.2 Boundary Conditions

The rubber debris is provided with a predefined initial velocity condition.
*Initial Conditions, type=velocity
Rubber, 3, -105000.
4.3 Material Property Definition
4.3.1 Rubber Material Properties

In order to model the non-linear behaviour of rubber, particularly at higher strains, a Hyperelastic
material model should be used. Hyperelastic materials are described in terms of a “strain energy
potential”, U(ε) which defines the strain energy stored in the material per unit of reference volume
as a function of the strain at that point in the material. Abaqus contains many hyperelastic models
the suitability of which depend on factors such type of test data available, quality of the test data
and the stress/strain range the test piece will experience. Aspects of the available hyperelastic
models and their selection are covered in the Abaqus User’s Manual section 18.5.1 [3]. A typical
example is the Ogden model, this takes the form:
2 μi
(λ ) (J − 1)
n n
1 el
U =∑ + λ2αi + λ3αi − 3 + ∑
αi 2i
i =1 α i
2 1
i =1 Di
1
−
Where λi are the deviatoric principal stretches, λi = Jλi ; λi are the principal stretches; J is the
3
total volume ratio; J is the elastic volume ratio; and μi , α i , and Di are temperature dependant
el
material parameters. The material parameters μi and α i must be determined from test data while
the compressibility terms Di can either be determined by test or calculated directly. For a 3rd order
Ogden model, i.e. n=3, the following keywords should be included under the Abaqus *Material
keyword:-
*Hyperelastic, N=3, Ogden
μ1, α1, μ2, α2, μ3, α3, D1, D2
D3
*Density
ρ (mass density)
*Damping, beta=1e-05
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To obtain suitable values for the material parameters, accurate results from a minimum of uniaxial
tension, uniaxial compression and pure shear (planar tension) tests should be obtained.
4.3.1.1 Compressibility
The Di parameters can be determined from volumetric tests, however, this type of test is difficult
to carry out accurately. Instead, a suitable value can be calculated from the ratio of the initial bulk
modulus, K0, to the initial shear modulus of the material, μ0 expressed in terms of Poisson’s ratio;
3K 0 / μ 0 − 2
ν=
6K 0 / μ0 + 2
Now for the 3rd order Ogden model;
3
2
μ 0 = ∑ μi ; K0 = and D2 = D3 = 0
i =1 D1
Hence it is possible to determine a value for D1 for a particular value of Poisson’s ratio. Table 2
gives values for K0/ μ0 for typical values of ν.
Suggested upper limit
Table 2: Values of K0/ μ0 for typical values of ν
As default Abaqus assumes a Poisson’s ratio of 0.475, so if no value of D1 is supplied, or is set to

zero, this value is used.
4.3.1.2 Evaluation of Hyperelastic Material Parameters

Test data can be used directly in Abaqus; however, it is advisable to evaluate the hyperelastic
material constants. This makes the material data more portable, and enables a check on the
material models stability. Abaqus /CAE should be used to evaluate values for the appropriate
material constants and, if volumetric test data is available, D1.
4.3.1.3 Strain Rate Dependency

The rate-dependency of the rubber is captured by using viscoelastic material properties. This
enables isotropic rate-dependent material behaviour, for which dissipative losses are primarily
caused by “viscous” (internal damping) effects, to be modelled.
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4.3.2 Recommended Abaqus material input

The following Abaqus input is recommended for current programs, using test data from [2].
4.3.2.1 Tread Rubber Input

Note the inclusion of *VISCOELASTIC for strain rate effects. Also to enable ν =0.495, D1 is set to
0.012356.
*Material, name=Rubber_material
*Damping, beta=1e-05
*Density
1.12e-09,
*Hyperelastic, n=3, ogden, moduli=LONG TERM
31.0884, 1.8603, -30.2061, 2.0007, 0.73635, 4.2632, 0.012356, 0.
0.,
*Viscoelastic, time=PRONY
0.16507, 0., 0.000198992
0.10249, 0., 0.00497558
0.10128, 0., 0.14653
0.0893655, 0., 11.319
0.065746, 0., 1068.3
0.00701015, 0., 103039
4.3.2.2 Reinforcing Layer Input

As part of the test programme in [2], a hyperelastic material model was also derived for the
reinforcing layer. This has been implemented in Abaqus using the following 2nd order polynomial
hyperelastic law:-
*Material, name="Steel hyperelastic"

*Density
1.99e-09,
*Hyperelastic, n=2
-146.01, 161.68, 75.07, 0., 0., 0., 0.
It should be noted that this material model does not take into account differences in material
properties for different directions, and is based on the circumferential material properties of the
reinforcing layer.
4.4 Contact Definition
Abaqus/Explicit provides two algorithms for modelling contact and interaction problems; the
general contact algorithm and the contact pair algorithm. Both of these are described fully in the
Abaqus User’s Manual sections 30.3 and 30.4 [3]. For a tyre debris analysis such as this it is
recommended that the general contact algorithm is used since it allows for a very simple definition
of contact whilst using sophisticated tracking algorithms to ensure that proper contact conditions
are enforced efficiently. For the model described in this document only 3 keywords are required to
define the contact conditions for the whole analysis:-
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*Contact
*Contact Inclusions, all exterior
*Contact Property Assignment
, ,surface_interaction
The ‘all exterior’ specifies self contact for an unnamed all-inclusive surface that includes all
element based surface facets as well as all analytical rigid surfaces. For shell elements where the
element edge length is small in relation to the shell thickness, Abaqus may automatically reduce
the shell thickness. This will be stated in the .sta file. Should this occur it will be necessary to
exclude the affected surfaces from self contact using the following 2 keywords within the contact
definition:-
*Contact Exclusions
Surface1,
Surface2
Etc
*Contact Controls Assignment, Contact Thickness Reduction = noperimself
The ‘contact thickness reduction’ option in undefined in the Abaqus documentation up to and
including Abaqus v6.7, but is fully documented from Abaqus V6.8.
4.5 Output and Results Visualisation

In order to correlate the results of the analysis with those from the test, the following output could
be requested:-
*Output, field, number interval=120
*Node Output
A, RF, U, V
*Element Output, directions=yes
DENSITY, LE, PE, PEEQ, S, STATUS, STH
Contact Output
CSTRESS,
*Output History, time interval=0.000015
*Energy Output, variable=preselect
In the example output listing shown the nodal output is limited to acceleration, reaction force,
displacement and velocity, the element output to density, strain, plastic strain, equivalent plastic
strain, stress, status and shell thickness. These variables are output at 120 equal intervals during
the analysis.
All the applicable energies are output every 0.000015 seconds.
5 Limitations
The following limitations currently exist in the methods detailed in this document.
• Hyperelastic materials currently do not support element deletion. Therefore
tearing or erosion of the material model cannot be modelled.
• No damage or failure is included for the reinforcing layer.
• Isotropic material properties have been used for the reinforcing layer, based on
the properties in the circumferential direction. However, test results from [2] show
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some differences between material properties in the circumferential and through

thickness directions for the reinforcing layer.
• The carcass has not been considered.
6 Conclusion
The methodology for modelling the tyre for a tyre impact analysis using Abaqus/Explicit has been
presented.
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ORIGIN EDSAZB

TYRE DEBRIS IMPACT ANALYSIS USING ABAQUS/EXPLICIT (RSP VERSION)

Tyre Debris Impact Analysis using Abaqus/Explicit (RSP

NAME SIGLUM - FUNCTION DATE & SIGNATURE

AUTHOR(S) R. H. Rigby EDSAZB

APPROVAL Benoit Malherbe EDSAZB

AUTHORIZATION Michel Mahe EDSAZB

AN EADS COMPANY AIRBUS OPERATIONS LTD REGISTERED IN AIRBUS OPERATIONS LTD

Please enter the details directly into the table.

Please enter the details directly into the table.

1.0 May 2010 Initial issue

Please enter the details directly into the table.

1.2 Detailed Purpose

1.3 Organisation of the Document

• Model definition and mesh discretisation

2 General description of tyre debris analysis techniques

The target structure will not be covered in this document.

3 Tyre debris Impact: cases in which each method can be used

IF… CASE OF USE COMMENTS

4 Tyre Debris Impact Simulation

2. Reinforcing plies (steel and/or fibre strands embedded in rubber)

3. Carcass (fibre strands embedded in rubber)

4.1 Tyre Debris Model

Large Debris Small Debris

Size (mm) 500 x 500 250 x 250

Mass (kg) 6.42 1.61

Table 1 Tyre debris models – A380 Programme

Figure 2 – Typical mesh for curved tyre debris model

4.1.1 Tyre Tread Rubber

4.1.2 Reinforcing Layer

4.2 Boundary Conditions

4.3 Material Property Definition

4.3.1 Rubber Material Properties

Suggested upper limit

Table 2: Values of K0/ μ0 for typical values of ν

As default Abaqus assumes a Poisson’s ratio of 0.475, so if no value of D1 is supplied, or is set to

4.3.1.2 Evaluation of Hyperelastic Material Parameters

4.3.1.3 Strain Rate Dependency

4.3.2 Recommended Abaqus material input

4.3.2.1 Tread Rubber Input

4.3.2.2 Reinforcing Layer Input

*Material, name="Steel hyperelastic"

4.4 Contact Definition

4.5 Output and Results Visualisation

All the applicable energies are output every 0.000015 seconds.

some differences between material properties in the circumferential and through

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