1. Introduction
Characterized by lightweight as well as excellent mechanical properties compared to traditional metals, carbon fiber reinforced polymer (CFRP), composed of reinforcements and polymer matrix, has become the most important material in aerospace structures [
1,
2]. Recently, the commercial markets of CFRP are no longer confined to the aerospace industry but wider industrial sectors e.g., architecture and automobiles [
3,
4,
5]. Such extensive applications have been promoted by the in-depth understanding of the governing physical and mechanical behaviors at various scales [
6,
7,
8].
The homogenization method based on two-scale asymptotic expansion first proposed by Bensoussan et al. has been widely used in predicting the effective properties of composites [
9]. Bakhvalov and Panasenko [
10] studied the solutions of differential equations with fast oscillating coefficients using standard asymptotic methods to study various processes in media with periodic structures, and the concept of asymptotic expansion is also introduced in detail. Tang et al. [
11] proposed a multi-scale modeling framework based on the crystal plastic finite element method, and proved the accuracy of the framework through experiments and computational studies. For three-dimensional braided composites, the establishment of representative volume element (RVE) under periodic boundary conditions based on the homogenization principle and the finite element method can predict the mechanical properties [
12,
13,
14,
15,
16,
17,
18,
19] and damage mechanism [
20,
21,
22,
23,
24] of the composites. Meanwhile, the influence of reinforcement content and layering mode on the mechanical properties of the composites can also be studied. For complex composite models, computational costs are saved by combining macroscale and microscale. Tang et al. [
25] only carried out microscopic modeling of the region of interest, while the homogenized properties contribute to the other regions to study rack propagation of chopped carbon fiber chip reinforced sheet molding compound composites under fatigue conditions.
The presently emerging generation of hydrogen fuel vehicles uses composite pressure vessels to store hydrogen gas at high pressure to guarantee desired energy density [
26]. The filament winding technology has been applied to design high-capacity pressure vessel structures with fibrous composites [
16,
27]. Composed of an inner aluminum liner winded with outer CFRP bundle layers, type
composite vessels have successfully been utilized for onboard applications of buses and private cars [
28]. The composite vessel manufacturing is realized by deploying the CFRP filament in different orientations to stack together reaching high stiffness and strength. In addition, such CFRP structures support around 99% of the internal pressure load. In complex environments, the mechanical properties of CFRP will change, such as fatigue performance [
29] and compositional change [
30], which is also a challenge to the performance of composite pressure vessels. Hence, a robust and accurate modeling method is in need for composite vessel evaluation and analysis.
Since the diameter of a T700 fiber is only 7 μm, an accurate finite element model for the microstructure of CFRP is impossible [
31]. The multiscale model bridging micro to macro composite layers would be a good solution. In numerical studies, the filament winding CFRP layers can be considered as the laminate composite structure. Liu and Zheng [
32,
33] studied the hydrogen pressure vessel with effective parametric studies to predict burst pressure. Linking micromechanics and continuum mechanics, Nguyen and Simmons [
27] build the lamina behavior to analyze mechanical responses in complex filament-wound composite vessel structures, which demonstrated lamina thickness and helical angle effects on burst pressure.
In general, the conventional finite element method directly models the microscale structure of the CFRP which is too complex to handle. The detailed microstructure geometry modeling requires refined meshing elements resulting in tremendous computational cost [
34]. The microscale modeling result data can be redundant as failure usually occurs at some specific positions of the CFRP structure. Therefore, multiscale modeling such as asymptotic homogenization (AH) and the representative volume element (RVE) has been developed to bridge the composite mechanical responses in various scales [
35]. Predicting effective material properties from microscale upward to mesoscale and macroscale, asymptotic homogenization has been widely applied to investigate CFRP composite materials and structures. In the AH method, the characteristic displacement tensor needs to be computed to evaluate composite heterogeneity. Yuan and Fish [
36] developed an ingenious implementation with thermal expansion strain to achieve elastic moduli of composite.
Although AH has gained success in multiscale modeling of composite structures, the filament winding composite vessel analysis can be further improved via two-stage homogenization. The first stage of homogenization is applied to determine CFRP bundle elastic moduli with uniaxially aligned fibers while the filament winding laminates can be homogenized with composite bundle layers in the second stage. In this paper, the asymptotic homogenization method is used for multiscale analysis of CFRP composite, whereby the homogenized stiff matrix of CFRP is calculated via the ABAQUS solver. A uniaxial tensile test of CFRP laminate is carried out to validate the asymptotic homogenization. The mechanical analysis of type III hydrogen storage pressure vessels is performed with homogenized CFRP filament winding layers. Mechanical responses including burst pressure are numerically studied and compared with reported results.
4. Mechanical Analysis of Type Pressure Vessel
In the study, the blasting pressure of composite pressure vessels is predicted based on the asymptotic homogenization approach from a macroscopic perspective. The failure mode is not considered. In order to verify validate simulation results, the model structure and material parameters in literature [
39] are adopted. Type
hydrogen storage pressure vessels consist of aluminum liner and composite material layers. The lining and composite material parameters in literature [
39] are shown in
Table 4 and
Table 5. The winding mode of composite layers is [90
/± 18.5
/90
/± 26.8
/90
]. The thickness of each layer of composite material is 0.52 mm, as shown in
Figure 20.
The elastic moduli and Poisson’s ratio of RVE are calculated by RVE at the macro-scale using the homogenization approach. The homogenized material parameters are shown in
Table 6. Using the same model parameters in literature [
39], a pressure vessel model is established as shown in
Figure 21. As the pressure vessel is an axisymmetric model, a quarter model of the pressure vessel is established for convenient calculation, with cyclic symmetric constraints and fixed constraints at both ends. The lining material of this model is aluminum, and the outside represents ten layers of composite material. The homogenized material parameters cannot show the damage to each layer, but the blasting pressure can be easily predicted. As a matter of experience, the first place to destroy the pressure vessel is the transition between the head and the cylinder, so the dome is simplified. The simplified treatment has the advantage of reducing the computational difficulty, at the same time requiring the prediction of burst pressure to be as unaffected as possible.
For the prediction of the bursting pressure of the composite pressure vessel, the best way is to apply the maximum strain criterion to the model with the increasing pressure of 0–119 MPa. Observe the numerical magnitude and distribution of circumferential strain and stress. On the path from one end head to the other end dome (A-B-C-D in
Figure 21), the pressure inside the pressure vessel reaches 119 MPa, and the maximum circumferential strain of the composite layer occurs at the cylinder, and its value is 0.018. At this point, the strain value of the composite layer is about 85% of that of the independent fiber, as shown in
Figure 22a, which is in good consistency with reference [
39], as shown in
Figure 23. The model is damaged at the shell and the transition firstly, and the circumferential strain of the liner at the dome is smaller than that composite layer, and the circumferential strain of the liner is slightly larger than that of the composite layer at the shell. Under normal circumstances, the blasting pressure is three-tenths of the standard pressure, so the standard pressure of the design should be below 35 MPa.
The stress distribution of the lining and composite layer is shown in
Figure 22c. Due to homogenization, the microscopic stress distribution can not be seen in the results. The overall stress distribution can be calculated in ABAQUS. The stress of the composite layer is obviously greater than that of the lining on the cylinder. For the domes, simulation results may not be accurate due to simplification. It can be seen from
Figure 22b,d that the axial strain of the lining and composite layer have the same change trend, and the axial stress value of the lining is much smaller than that of the composite layer.
The results show that circumferential and axial displacements of composite pressure vessels occur under internal pressure. Circumferential strain and circumferential stress occur when the cylinder expands. The domes will produce stress and strain due to the action of internal pressure, but due to their special structure, the stress and strain of domes are smaller than the barrel segment, and the weakest region is located in the barrel segment and the transition.
Figure 24 and
Figure 25 show the stress and strain distribution of the liner and composite layer. The maximum von-Mises stress of the liner is located in the transition layer, but the maximum circumferential stress and strain of the liner are located in the cylinder. The maximum circumferential strain of the composite layer is located in the cylinder, and the strain of the transition layer is relatively large. Relevant experiments have proved that the damage to composite pressure vessels occurs in the cylinder [
40], which is the same as the simulation results.