This study presents a fabrication method, bench top test results, and numerical model validation for a novel adaptive jet engine chevron concept based upon embedding shape memory alloy (SMA) actuators in a composite laminate, termed a SMA hybrid composite (SMAHC). The approach for fabricating the adaptive SMAHC chevrons involves embedding prestrained Nitinol actuators on one side of the mid-plane of the composite laminate such that thermal excitation generates a thermal moment and deflects the structure. A rigorous and versatile test system for control and measurement of the chevron deflection performance is described. A recently commercialized constitutive model for SMA and SMAHC materials is used in the finite element code ABAQUS to perform nonlinear static analysis of the chevron specimens. Excellent agreement is achieved between the predicted and measured chevron deflection performance, thereby validating the numerical model and enabling detailed design of chevron prototype(s) and similar structures.
This study presents the status and results from an effort to design, fabricate, and test an adaptive jet engine chevron concept based upon embedding shape memory alloy (SMA) actuators in a composite laminate, termed a SMA hybrid composite (SMAHC). The approach for fabricating the adaptive SMAHC chevrons involves embedding prestrained Nitinol actuators on one side of the mid-plane of the composite laminate such that thermal excitation generates a thermal moment and deflects the structure. A glass-epoxy pre-preg/Nitinol ribbon material system and a vacuum hot press consolidation approach are employed. A versatile test system for control and measurement of the chevron deflection performance is described. Projection moiré interferometry (PMI) is used for global deformation measurement and infrared (IR) thermography is used for 2-D temperature measurement and feedback control. A recently commercialized constitutive model for SMA and SMAHC materials is used in the finite element code ABAQUS to perform nonlinear static analysis of the chevron prototypes. Excellent agreement is achieved between the predicted and measured chevron deflection performance, thereby validating the design tool. Although the performance results presented in this paper fall short of the requirement, the concept is proven and an approach for achieving the performance objectives is evident.
Finite element and boundary element models are developed to investigate the vibroacoustic response of a curved honeycomb composite sidewall panel. Results from vibroacoustic tests conducted in the NASA Langley Structural Acoustic Loads and Transmission facility are used to validate the numerical predictions. The sidewall panel is constructed from a flexible honeycomb core sandwiched between carbon fiber reinforced composite laminate face sheets. This type of construction is being used in the development of an all-composite aircraft fuselage. In contrast to conventional rib-stiffened aircraft fuselage structures, the composite panel has nominally uniform thickness resulting in a uniform distribution of mass and stiffness. Due to differences in the mass and stiffness distribution, the noise transmission mechanisms for the composite panel are expected to be substantially different from those of a conventional rib-stiffened structure. The development of accurate vibroacoustic models will aide in the understanding of the dominant noise transmission mechanisms and enable optimization studies to be performed that will determine the most beneficial noise control treatments. Finite element and boundary element models of the sidewall panel are described. Vibroacoustic response predictions are presented for forced vibration input and the results are compared with experimental data.
A house on Edwards Air Force Base, CA, was exposed to low-intensity N-wave sonic booms during a 3-week test period in June 2006. The house was instrumented to measure the booms both inside and out. F-18 aircraft were flown to achieve a variety of boom overpressures from approximately 0.01 to 0.06 psf. During 4 test days, 77 test subjects heard the booms while seated inside and outside the house. Using the Magnitude Estimation methodology and artificial reference sounds, the subjects rated the annoyance of the booms. Since the same subjects heard similar booms both inside and outside the house, comparative ratings of indoor and outdoor annoyance were obtained. Preliminary results from this test will be presented.
The first test flight of NASA's Ares I crew launch vehicle, called Ares I-X, was launched on October 28, 2009. Ares I-X used a 4-segment reusable solid rocket booster from the Space Shuttle heritage with mass simulators for the 5' h segment, upper stage, crew module and launch abort system. Flight test data provided important information on ascent loads, vehicle control, separation, and first stage reentry dynamics. As part of hardware verification, a series of modal tests were designed to verify the dynamic finite element model (FEM) used in loads assessments and flight control evaluations. Based on flight control system studies, the critical modes were the first three free-free bending mode pairs. Since a test of the free-free vehicle was not practical within project constraints, modal tests for several configurations in the nominal integration flow were defined to calibrate the FEM. A traceability study by Aerospace Corporation was used to identify the critical modes for the tested configurations. Test configurations included two partial stacks and the full Ares I-X launch vehicle on the Mobile Launcher Platform. This paper describes the requirements flow down, pre-test analysis, constraints and overall test planning for the Ares I-X modal tests. Companion papers will provide additional details on the test execution and model calibration process.
Composite structures are often used in aircraft because of the advantages offered by a high strength to weight ratio. However, the acoustical properties of these light and stiff structures can often be less than desirable resulting in high aircraft interior noise levels. In this paper, measurements and predictions of the transmission loss of a curved honeycomb composite panel are presented. The transmission loss predictions are validated by comparisons to measurements. An assessment of the behavior of the panel is made from the dispersion characteristics of transverse waves propagating in the panel. The speed of transverse waves propagating in the panel is found to be sonic or supersonic over the frequency range from 100 to 5000 Hz. The acoustical benefit of reducing the wave speed for transverse vibration is demonstrated. IntroductionPanels constructed from face sheets laminated to a honeycomb core are being incorporated into the design of modern aircraft fuselage and trim treatments. The mechanical properties of these panels offer a distinct advantage in weight over other commonly used construction materials.* The strength to weight ratio of honeycomb composite panels is high in comparison to rib stiffened aluminum panels used in previous generations of aircraft. However, the high stiffness and low weight can result in supersonic wave propagation at relatively low frequencies, which adversely affects the acoustical performance at these frequencies. †Poor acoustical performance of these types of structures can increase the cabin noise levels to which the passengers and crew are exposed.
Ares I-X is a pathfinder vehicle concept under development by NASA to demonstrate a new class of launch vehicles. Although this vehicle is essentially a shell of what the Ares I vehicle will be, efforts are underway to model and calibrate the analytical models before its maiden flight. Work reported in this document will summarize the model calibration approach used including uncertainty quantification of vehicle responses and the use of nonconventional boundary conditions during component testing. Since finite element modeling is the primary modeling tool, the calibration process uses these models, often developed by different groups, to assess model deficiencies and to update parameters to reconcile test with predictions. Data for two major component tests and the flight vehicle are presented along with the calibration results. For calibration, sensitivity analysis is conducted using Analysis of Variance (ANOVA). To reduce the computational burden associated with ANOVA calculations, response surface models are used in lieu of computationally intensive finite element solutions. From the sensitivity studies, parameter importance is assessed as a function of frequency. In addition, the work presents an approach to evaluate the probability that a parameter set exists to reconcile test with analysis. Comparisons of pre-test predictions of frequency response uncertainty bounds with measured data, results from the variancebased sensitivity analysis, and results from component test models with calibrated boundary stiffness models are all presented.
The The finite element models were updated and refined, using physical parameters, to increase correlation with the measured modal data. Excellent agreement, within an average 1.59/; to 2.9%, was obtained between the predicted and measured modal frequencies of the stringer, frame and dome components. The predictions for the modal frequencies &the assembled component Configurations I through V were within an average 2.9% and 9.1%. Finite element modal analyses were performed fbr comparison with 3 psi and 6 psi internal pressurization conditions in Configuration VI. The modal fi'eqnencies were predicted by" applying differential stiNless to the elements with pressure loading and creating reth_ced matrices for beam elements with offisets inside external superelements. The average disagreement between the measured and predicted diffi_rences tbr the 0 psi and 6 psi internal pressure conditions was less than 0.5%. Comparablygood agreement was obtained tbr the diftbrences between the 0 psi and 3 psi measured and predicted internal pressure conditions.
scite is a Brooklyn-based organization that helps researchers better discover and understand research articles through Smart Citations–citations that display the context of the citation and describe whether the article provides supporting or contrasting evidence. scite is used by students and researchers from around the world and is funded in part by the National Science Foundation and the National Institute on Drug Abuse of the National Institutes of Health.
hi@scite.ai
10624 S. Eastern Ave., Ste. A-614
Henderson, NV 89052, USA
Copyright © 2024 scite LLC. All rights reserved.
Made with 💙 for researchers
Part of the Research Solutions Family.