Torsional Buckling Analysis and Damage Tolerance
of 6raphite/Epoxy Shafts
O. A. Bauchau*,
Rensselaer
Department of
Aeronautical
«Assistant Professor
««6raduate Assistant
Abstract
The torsional buckling load of Graphite/
Epoxy shafts with various lay-ups was measured
by means of a static torsional test, and found
in good agreement with analytical predictions.
In a first attempt at characterizing the damage
tolerance of these shafts. the residual strength
of shafts with drilled holes was measured, and
the dominant failure mode resmined torsional
buckling. The buckling mode patterns are seem-
ingly unaffected by dasmge. but buckling loads
are lower compared to undamaged specimens. In
a second phase. actual ballistic tests were con-
ducted using 4 30 caliber weapon to damage tor-
sionally preloaded shafts. A direct 30 caliber
hit was found to decrease the allowable torque
by about IOB only. For a 0.60 inch ballistic
dasmge it was reduced by about 30%. Furthermore.
the residual strength of ballistically impacted
shafts were found to be similar to that of shaft
with drilled damage. Torsional buckling was
the dmninant failure mode for both undamaged and
damaged shafts. hence stiffness characteristics.
rather than strength characteristics seem to
dominate the behavior of thin-walled Graphite/
Epoxy shafts.
Introduction
Advanced composite materials seem ideally
suited for long, power driveshaft applications.
Their elastic properties can be tailored to in-
crease the torque they can carry as well as the
rotational speed at which they operate [1.2].
For thin-walled shafts. the failure mode under
an applied torque is likely to be torsional
buckling rather than material failure. On the
other hand, the rotational speed is limited by
lateral stability considerations: most designs
are subcritical. i.
e. , rotational speed must be
lower than the first natural bending frequency
of the shaft. This frequency is proportional to
/(E/p ) where E is the longitudinal stiffness
modulus of the shaft and p the material density.
For lay-ups containing a significant proportion
of fibers running along the shaft's axis this
ratio can be made larger than for metal shafts,
resulting in higher natural frequencies. Taper-
ing the wall thickness distribution along the
span can further increase this frequency [3,4].
P. S. Bryan~. and A. M. Peck««
Polytechnic Institute
Mechanical Engineering,
Engineering d mechanics
Alternatively. a longer unsupported length of
shaft can be used for a given rotational speed.
For a realistic drive shaft system, improv-
ed lateral stability characteristics must be a-
chieved together with improved torque carryinq
capabilities. The dominant failure mode, tor-
sional buckling. is strongly dependent on fiber
orientation angles and ply stacking sequence.
This paper will first present experimental mea-
surements of the torsional buckling loads of
circular cylindrical shells made of laminated
composites with various lay-ups. and compare the
experimental measurements with theoretical pre-
dictions.
Design studies [1,2] have shown that signi-
ficant weight savings can be achieved with com-
posite shafts. however their dasmge tolerance
characteristics resmin largely unknown. Foreign
object dasmge during maintenance of normal op-
eration, as well as ballistic impact damage pre-
sent major threats to the drive system. A full
assessment of the damage tolerance of drive
systems should include ballistic impact tests on
loaded. high speed rotating shafts. However,
such a test is difficult and expensive to Per-
form, hence. this assessment was done in two
successive phases.
In the first phase, the residual torsional
strength of shafts with drilled holes was measu-
red in a static torsional test. Circu1ar holes
of various diameter (as would result from a
high velocity impact), and imbedded delaminations
(as would result from a nonpenetrating impact)
were investigated experismntally. Torsional
buckling remains the dominant failure mode. and
the buckling patterns were seemingly unaffected
by the damage, even though the buckling loads
were lower than that of undamaged specimens.
In the second phase, actual ballistic tests
were conducted using the N-I rifle (a 30 caliber
weapon) to inflict damage in torsionally pre-
loaded, nonrotating shafts. Extensive damage
was observed at the exit side of the laminate,
involving delamination of the outermost ply.
The preload level was increased until impact
fracture was obtained. The residual strength of
those specimens that did not fail upon impact
1091
was also measured. Significant damage tolerance
was observed for ballistic damage of up to 0. 60
inch, and the residual strength of shafts with
ballistic damage was found to be closely related
to that of shafts with drilled circular holes of
comparable size.
5 cimen Fabrication
Circular cylindrical specimens were fabri-
cated from 6, 8, or 10 layers of prepreg wrapped
around an aluminum mandrel. The prepreg
sists of Union Carbide's T-300 graphite fibers
in Fiberite's 948AI low temperature curing epoxy.
Speciemns were vacuum bagged and cured in an
autoclave under a 94psi pressure. The curing
cycle consists of a 30 minutes hold at the resin
flow temperature ( 130'F), followed by a two hour
sure at 250'F. Table I sumnarizes the lay-up
(starting from the innermost ply, 0' is along
the axis of the shaft and positive angles are
defined in Fig. I), the nman radius R. the
length L. and the number of specinmns tested in
each group. Static torsional tests were conduc-
ted in a MTS servohydraulic testing machine at a
constant twist rate of one degree per minute.
The resulting shear strain rate was typically 40
microstrain/sec. End attachments consist of
aluminum plugs which fit tightly inside both
ends of each tube. The specimen is bolted onto
these plugs by means of eight equally spaced
bolts and washers are used to distribute the
clamping pressure. To avoid stress concentra-
tion and prenmture failing at the bolting connec-
tion the tubes were reinforced with s45' layers
over a 3cm zone at both ends. In these reinfor-
ced zones the wall thickness was doubled.
The stiffness properties of this material
were obtained for tensile
coupons in an indepen-
dent effort [5] as EL 134 GPa, ET 8. 5 6Pa.
GLT GI3 = 4. 6 6Pa ~ 623 4 GPa. vLT ~ 0.29.
and the ply thickness is 133.4 ID
mv. I myl con»»t\w ~ w» w»»try w u»
Torsional Bucklin
Behavior
Table 2 lists the experimentally nmasured
buckling torques Tcr. their experimenta'I coeffi-
cients of variation, and the critical shearing
stresses vcr » Tcr/2nR2h (h is the wall thick-
ness) for the various specimens; each critical
load is an average of 4 to 6 tests. For each
experiment, the torque-twist curve was recorded
(load-cell torque versus cross-head twist) and
con- buckling was detected by a sharp decrease in
this curve. The bucklinq pattern consists of
helical waves winding around the cylinder.
These helical waves were equally spaced over the
circumference of the shaft and the number of
circumferential waves n fs also reported fn
Table 2. No fiber or matrix failure was appar-
ent at buckling; in fact, some specimens were
tested repeatedly up to buckling and nearly
identical buckling loads were obtained each time.
Since the tests were run under stroke control it
was possible to trace the behavior of the samples
well past the buckling load. however. the applied
load continuously decreased after buckling. In
other words. no post-buckling strength was ob-
served. and had the experiment been run under
torque control. catastrophic collapse of the
tube would have occurred at buckling. Under
stroke control as in the present experiment,
material failure and a total collapse of the
tube only occurred for very large twists. equal
to several times the twist at buckling.
Table 2 also lists the theoretical predic-
tions for the torsional buckling of cylinders
with clamped and simply supported edges, accord-
ing to the model described in Reference 6.
Theoretical predictions are found in good agree-
ment with experimental measurenmnts ~ except for
lay-up L65 where theory overpredicts the buckling
load by about 405. In all cases the experismn-
tally observed number of circumferential waves
6 m. was equal to the predicted number. In the ex-
perimental set-up the boundary condition was
neither clanmed nor simply supported. however
theoretical prediction for simply supported edges
are in slightly better agreement with experiment-
al results (about 45 average error versus 6% for
clamped edges). Theoretical predictions were in
general slightly higher than measurmaents.
It is interesting to
note that lay-ups Lgl
and L62 have the same number of plies and ply
orientations. but different stacking sequences.
In fact Lgl and L62 have identical inplane stiff-
ness matrices A [7], identical bending stiffness
amtrices D, and their coupling stiffness matrices
8 are of identical magnitude but opposite signs.
The 8 matrix appears to have a destabilizing ef-
fect in the first case whereas in the latter case
the change of sign has a stabilizing effect.
This results in a 30% increase in buckling stress
from 56 to 75 Npa. The sane observation is true
for L67 and LBB where the stacking sequence is
about 805 from 56 to 105 Npa (in this case the
matrices 8 and D are different for th'e two lay-
Ups
Consider now L62 and L63, the results for
these two lay-ups were actually in opposite di-
u»u. rections. For consistency, all the results in
1092
Table 2 are for positive torques, as defined in
Ffg. l.A negative torque applied on L¹2 was
treated as a posftive torque on L¹3, where L¹3
has the sane orientation angles as L¹2 but oppo-
sfte signs (Table I).
The dfrectfon of the
applied torque appears to be very important and
the buckling stresses show an 805 dffference
from 40 to 75 Npa. Here again th1s effect can
be related to the coupling stiffness matrix B.
Finally. the case of lay-up L¹5 calls for
some addftfonal
cosments. In two references [8.
9] Lagace proposed a Ply Buckling Nodal perti-
nent to the buckling analysis of lmninated cy- .
linders under compressive axial load. In this
model the outenmst ply of the tube is assumed
to buckle prematurely because of fnftial imper-
fections in the manufacturfng (such as voids,
eccentricities, etc. ) and because it fs less
constrafned than inner plies. Hence, the load
carrying capability of th1s buckled outer ply
can be neglected, and the final buckling load of
the tube can be obtained by cons1dering the
fnner plies only. If this nodal is applied to
the present tors1onal buckling problem. the
cr1tical torque for L¹5 could be obtained con-
sidering the lay-up 30, -30, 30, -30, 30'. For
this configuration the calculated buckling loads
are 408 and 390 N. m for the clamped and sfmply
supported cases respectfvely, which appears to
be fn close agreement with the experfmental value
of 390 N. m. However, a vfsual examinatfon of the
L¹5 specimens after buckling d1d not reveal any
evidence of outer ply bucklfng and the failure
mode of these tubes dfd not appear d1fferent
from that of any other specimen type. Applica-
tion of the Ply Bucking liodel to the other lay-
ups of this study yielded very poor correlation
with experimental results. Hence, this model
does not seem to be appropriate for mode11ng the
torsional buckling behavior of tubes. and the
good correlation obtained with L¹5 might be for-
tuitous.
Residual Stren th of Shafts with Drilled Holes
Layups L¹l and L¹2 were selected for this
first phase of assesssmnt of the damage toler-
ance characteristics of Graphite/Epoxy shafts.
These two configurations were selected as they
appear to be realistic candidates for helicopter
dr1ve shafts applications [1,2]. Circular
holes were drilled in the specimens wfth a car-
bide tip drill and a wooden plug was inserted
inside the tube during the drilling operation.
Holes of four different s1zes were considered:
6. 35. 12.7, 19.05, and 25. 4 mn in diameter. The
residual strength of these damaged spec1mens was
measured by means of a statfc torsional test
conducted at a constant twist rate. Table 3
sumnarizes the failure loads for the various
configurations (the average of our tests is re-
ported for each category. as well as the coeffi-
cient of variat1on).
For all hole sizes, except 25. 4 mn, the ob-
served failure mode remains torsional buckling
and was detected by a sharp decrease in the tor-
que-twist curve. The typical buckling wave
pattern remained seemingly unaffected by damage,
however the bucklinq load was lower than for
1093
vfrg1n specfnmns. Tubes with two diametrically
opposed holes of 12.7 sm were also tested.
is interesting to note that nearly identical
It
bucklfng loads were obtained for one or two
holes: 485 versus 470 N. m (or 3. IS decrease) for
L¹l, and 550 vs. 530 N. m (3.7% decrease) for L¹2.
Here again the presence of two holes did not seem
to affect the overall buckling pattern and no
interaction between the holes was apparent.
Specimens with a 25. 4 nm diameter exhibited
a completely different failure smde: the pre-
vfously described buckling pattern was not ob-
served, but instead. sudden massive fa11ure oc-
curred around the hole involving through-the-
thfckness cracks and extensive delamination.
It fs important to note that this failure mode
dfd not take place untfl the daamge size reached
approximately one third of the shaft's diameter.
Nearly identical failure loads were obtained for
L¹l and L¹2 as should be expected since both
configurations only differ in their stack1ng se-
quence which has 11ttle effect on material
failure in this casa.
Finally two additional tests were perforsmd
on specimens L¹l and L¹2 with delamfnations.
The purpose of these tests fs to assess the ef-
fect of a blunt object impact on the shaft that
could create delam1nation without a through-the-
thfckness crack. A delamination was obta1ned by
fnsertfng a 25. 4 nm diameter Teflon disk between
piles durfng the manufacturing process. A first
test was conducted with one delamination between
the outermost ply and the rest of the laminate,
whereas in a second test three delamfnations
were present between the three outermost plies.
Torsional buckling was the observed failure
mode and the buckling pattern was again unaffec-
ted by damage. Once overall buckling occurred,
the outer ply buckled out at the location of the
Teflon fnsert. No delamination growth was ob-
served. and the buckling load was reduced by
about 7 or 85 as compared to virgin samples.
Ballistic Tests on Loaded Shafts
In this second phase of testing, actual ba-
llistfc tests were conducted in the firing range
of the Hatervliet Arsenal, Natervl1et, N. Y. The
N-I rifle (a 30 caliber weapon) was selected for
the test. A fixture was built to allow remote
triggering of the weapon, and fts wefght ( 180
lbs. ) was such that the recoil would not alter
the afm, cons1derably easing the testing proce-
dure. A second test fixture was bu11t to tor-
sionally preload the shafts. The aluminum plug
at one end of the shaft was fixed. whereas the
other end plug was fitted through a bearing and
connected to a cantilevered arm. Ne1ghts could
be adjusted at various positions along this arm
to obtain the desired preload torque.
The testing proceeded as follows: for a
given danmge size. the preload level was pro-
gressively increased until the 1mpact fracture
was obta1ned. Those specimens that did not fail
upon impact were removed from the f1xture, and
their residual torsional strength was measured
in a subsequent static tors1onal test. Lay-up
L¹2 was selected for all tests.
 Figure 3 sumaarizes the results in a nor- F1nally alT the specfamns that did not frac-
malized preload versus damage size plot. All ture impact were subjected to a static tor-
upon
results were normalized by the buckling load of s1onal test to measure their residual torsional
undanmged specfsmns. For the 0.30 inch dasmge strength. This data is su)maarfxed fn Fig. 4.
size, no impact fracture was observed up to 90% Once aga1n the res1doal strength of shaft with
preload. Both entrance surfaces of the bullet drilled holes is plotted for cumparfson. It is
were relatively clean. whereas the exit surfaces important to note that the drilled and ballist1c
showed extensive delamination of the cute)most damage curves exhibit very similar trends.
ply. The nomfnal on the abscissa of
damage size
Fig. 2 corresponds to the
nominal bullet dfame-
ter. A 0.45 1nch damage was obtained w1th two
overlapping shots. At 806 preload one specismn
fractured upon 1mpact, another one did not.
eee
esaaa
~ ewp
0.60 inch damage was obtained wfth three over-
lapping shots. and at &8% preload one spec1men
fractured upon 104)act. another one d1d not. The
sol1d 11ne fn F10. 3 joins the points of maximum
allowable preload to avoid impact fracture. The 00
residual strength of shafts with dr111ed holes es
is plotted on the same f1gure. for comparison. ill
Even though the number of tests performed 1n
t&1s study 1s not sufffcient to cla1m statisti- 0.0 o.~ 0.~ I.a 1.~
aeaeae sees« ehe 0«l
cal significance, the trends exhfbited 1n Ffg. 3
clearly show that 6raphite/Epoxy shafts possess
significant damage tolerance. fit. ~ &«asllael sastoast ttaeeth 00.
&&leal saaast stae (la)

Conclusions

The fo1lowfng conclusions can be drawn from

this study:
0
I) 6ood agreement is found between measured tor-
s1onal buckling loads and the theoret1cal pre-
d1ctfons.
2) Torque d1rectfon and stacking sequence can
drastically affect buck11ng loads (up to 80% was
—
e—
e L Nl
observed experimentally).
L N2 3) The dominant failure mechanism for shaft with
L Nl alth tie le)ts drilled or ballistic damage is torsional buck-
~ L 'N2 slth alai I«usa ling. Hatarfal failure did not occur until the
e Oelsmasmos damage s1te reached approx10mtely ono-third of
the shaft's d1asmter.
0.(m 0.00 10.(m 15.00 20.00 20.00
Onf)AGE SILE/HOLE OIAftETER (ss) 4) 6raph1te/Epoxy shafts exhibit significant
tolerance to ball1st1c damage. A direct hft
with a 30 caliber weapon reduces the allowable
fte. 1 seat&el atlaesta of asefta «Ith I&les ael torque by about 108 only. A 0.&0 1nch ballistic
eels«hell&&. daamge reduces it by about 306.

5) The res1dual strength of ball fst1cally fmpac-

ted shafts appears to be slightly lower than
0.0
that of shafts with drilled holes of comparable
el&0 ace« s1ze. however the d1fference is not drastfc.
~ I ~ «aae saa Hence. meaningful information about damage
tolerance can be obtained fr(ms measurements of
the resfdual sttmngth of shafts wfth drilled
holes, a simple fnexpensive test.
~ll 10 I
0.0 This research was sponsored by the Arsqf Re-
0 0.S I .0 search Office. under 6rant DAA6 29-82-k-0093.
Ieasel l&aeol 0&ass) Dr. Robert $1ngleton fs contract lm)niter.

ms. l ealsot taao &01000 m.

&elm) eaaaea Slm I la)

1094
 tmea (Il«I4» ata mmm« lll) m4 «I»eel toim Nm»w
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t»le 0 lease llaa. earn«aae et mate« O.e.ls). ml a«ac

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1095