Right first time

right-first-time
right-first-time

Companies increasingly need to understand their safety test criteria and the composite structures underpinning them, but the expertise required to deliver such accurate design analysis is often in scarce supply. Mike Richardson reports. While composite materials continue to push the boundaries of what is possible in component design, strict safety criteria, crash testing and industry certification requirements mean these designs first need to be thoroughly analysed and tested beyond their intended operating envelopes. With a proven track record of composites design spanning a variety of industries, design and analysis consultant, Fluidform Design specialises in producing reliable analysis data that gives its customers real confidence in their component design decisions. Founded in 2007, the company initially specialised in motorsport composite structures. Today, Fluidform satisfies a variety of customers’ requirements; increasingly those in the aerospace sector. It employs finite element analysis (FEA) techniques in support of patent applications, R&D programmes and sports equipment. In addition, Fluidform has undertaken modelling of 16g dynamic tests for aircraft passenger seating and blast modelling effects upon composite structures for defence applications. Fluidform’s managing director, Tim Gulland began the company using the Formula 1 experience he’d gained from his years in the design office at Jordan Grand Prix and formed a small team starting with the Super Formula project before moving onto the A1GP Ferrari project. “It was through this venture we honed our structural analysis expertise by building on our capability with Simulia Abaqus for composites analysis in parallel with the design,” he begins. “Our aim was to produce safety and impact structures that would pass the energy consumption crash testing for the F1 FIA regime. The first real project that brought this all together was the Williams Jonathan Palmer F2 project where we carried out the entire process of full chassis, roll structure and side impact load analysis using Abaqus. The parts were then manufactured through our close partnership with URT. “We delivered the first chassis to Williams and used its R&D test facility to statically test all the loads applied to the car. It passed all the tests first time, which was a pretty special moment. We’ve learnt over time that any company claiming it can provide a sound composite structure designed to take a proper load without FEA analysis is leading you up the garden path. We’re not dealing with black aluminium here; it’s much more complicated and requires a surprising amount of fine detail when using FEA.” Beyond the drawing board Gulland says the majority of motorsports projects mean working closely with design teams that need structural composites support. Typically, the customers’ geometry is CAD generated and involves the computational fluid dynamics (CFD) testing of their aerodynamic models. They may also have wind tunnel models and have probably reached the surface envelope development stage for the race car chassis, nose and the wings. “Our job is to help the customer design the structures and laminates they need to pass the test regimes and ensure their car meets the safety requirements - and that it isn’t carrying too much excess weight,” continues Gulland. “We combine our test analysis and manufacturing know-how with all the advantages of composite materials. “Over time we’ve accumulated a composite materials database, because acquiring unique material property information is absolutely vital to accurate analysis. The materials manufacturers can only help us get so far, so we have to rely on our in-house materials testing capabilities where we can better understand the material properties we’re dealing with.” “The mechanical properties of metals having developed of hundreds of years is well-known, documented and is relatively simple to model with FEA,” he explains. “But with composites and particularly its failure modes, it’s still a new and evolving technology and because the composites material manufacturers compete with each other, they tend to keep their materials information a secret. So, unlike the mechanical properties for different grades of steel, you won’t find the same data for carbon fibre reinforced plastics on the internet.” Testing times ahead Gulland says that after the recession in 2009, much of the ‘one make’ motorsport project work dried up, so he made the decision to make a lateral move into the aerospace industry. “The first thing that struck me was the incredible pace of composites work taking place within the sector. I’m amazed at the rate these companies need to work at and the pressures placed upon them by the major airframe OEMs. Airbus and Boeing are in a real dogfight and if their suppliers let them down they hammer them. I’m also surprised at the level of detail the aircraft interior designers have to undergo in order to satisfy strict aerospace certification demands. “This industry just keeps evolving and we need to keep as close to the leading edge as we can. From our point of view, it’s probably largely to do with keeping pace with the latest composite materials failure software modelling. Along with Abaqus, we use Catia and Hyperworks. Some of our junior engineers can see a lot of what they are working on actually being manufactured and gain an appreciation of the composites laminating process. This is vital, because we can’t efficiently design composites in isolation from the manufacturing process. Sadly, many design offices are becoming increasingly isolated from the shopfloor.” With a passion for composites design, comprehensive analysis and virtual prototyping services, Fluidform take pride in pushing the boundaries of FEA. To achieve this, it embraces a culture of ‘all ideas on the table’ where junior engineers are encouraged to contribute to the solution. Raising your head above the parapet is ingrained into the company’s culture. With this approach, Fluidform has delivered innovative solutions to its clients and seeks to maintain a state of continuous improvement. Gulland ends by saying he’s delighted by how well Fluidform’s products have been received by its customers. To improve its computational FEA work, the company recently invested in a Dell PowerEdge, a 16-blade cluster server running with 128 cores to handle large, complex software models. It is also exhibiting at this years’ Composites Engineering Show at the NEC Birmingham to increase its presence within the industry. From stand 447, the company will be giving away £10,000 worth of composites design analysis software. “We have a proven track record of composites design spanning a variety of industries,” concludes Gulland. “We take pride in offering our clients options and solutions to enhance their designs. Whether the client is well versed in composites or new to the field, Fluidform has an understanding of their needs and is ready to deliver on the clients’ requirements.” www.fluidformdesign.co.uk

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