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The outline for this presentation includes: Motivation, Test hardware and loads, Modal test of RC on 6 DOF test fixture, and Analysis--develop one specification accounting for unit-to-unit variability and develop independently tailored test specifications for unit-to-unit variability.
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A series of modal tests were performed on an acoustoelastic system to explore how changes to the air and structural components affect the acoustoelastic coupling. This work is a continuation of previous experimental and analytical efforts. Here, the test method and perturbations were much more controlled than in previous tests, resulting in more refined data. Outputs of interest here are the coupled system modes as well as the resulting frequency response for various perturbations of the coupled system. Perturbations explored in this work include mass loading the structure, changing the air damping, and changing the air boundary conditions. Results of these tests indicate that simply adding damping to the air component, using foam or other absorptive material, is not sufficient to fully decouple the system. Rather, it is preferred to employ a change to the air boundary conditions, in the form of volume inclusions or scatterers, to prevent formation of the acoustic coupled mode.
Acoustoelastic coupling occurs when a hollow structure's in-vacuo mode aligns with an acoustic mode of the internal cavity. The impact of this coupling on the total dynamic response of the structure can be quite severe depending on the similarity of the modal frequencies and shapes. Typically, acoustoelastic coupling is not a design feature, but rather an unintended result that must be remedied as modal tests of structures are often used to correlate or validate finite element models of the uncoupled structure. Here, however, a test structure is intentionally designed such that multiple structural and acoustic modes are well-aligned, resulting in a coupled system that allows for an experimental investigation. First, coupling in the system is identified using a measure termed the magnification factor. Next, the structural-acoustic interaction is measured. Modifications to the system demonstrate the dependency of the coupling on changes in the mode shape and frequency proximity. This includes an investigation of several practical techniques used to decouple the system by altering the internal acoustic cavity, as well as the structure itself. These results show that acoustic absorption material effectively decoupled the structure while structural modifications, in their current form, proved unsuccessful. Readily available acoustic absorptive material was effective in reducing the coupled effects while presumably adding negligible mass or stiffness to the structure.
Summary of activities from NMDQi/AMMT to be presented to the annual AMMT program integration meeting
Cast iron and steel weldments are the most common machine tool base elements. However, both construction methods have associated disadvantages for domestic machine tool manufacturers. Here, this paper documents the investigation of an alternative method for machine tool base production using concrete to fill an additively manufactured polymer mold, where the motion components are attached to the concrete base after the initial concrete curing. Modal testing results for a three-axis, vertical spindle prototype indicate high damping and stiffness can be achieved using the concrete base construction. Advantages are reduced cost and lead time compared to traditional methods.
The National Renewable Energy Laboratory worked with Verdant Power to manufacture, and characterize, novel thermoplastic composite blades on their Gen5d 5 m diameter turbines at the Roosevelt Island Tidal Energy (RITE) site in the East River in N.Y. to demonstrate a low-cost manufacturing process for marine energy structures. Verdant had designed, manufactured, and deployed epoxy thermoset composite blades on three Gen5d turbines in October 2020. At a maintenance cycle in May 2021, a Gen5d turbine equipped with the NREL thermoplastic blades was deployed and retrieved in October 2021. Modal, static and fatigue structural characterization was performed on both blade types before and after the deployment. The static and modal test results showed that the thermoplastic blades were slightly stiffer than the epoxy blades both dry and after the deployment. The epoxy blades had about 8% increase in strain at the applied load after the deployment, whereas the thermoplastic blade strains were not changed significantly. Ultimately the thermoplastic blade failed during fatigue testing due to a crack which is thought to have initiated between the internal foam and the laminate at the location of the internal instrumentation. The Verdant Power Gen5d epoxy blades did not have this internal instrumentation and did not have this failure, performing adequately through the operational period. A lack of design information and fatigue data for both the thermoplastic laminates and the adhesive used means that further work is needed to fully understand his failure and the root cause analysis is ongoing. This paper provides details on the thermoplastic blade manufacturing, materials, test methodology and results.
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Across many industries and engineering disciplines, physical components and systems of components are designed and deployed into their environment of intended use. It is the desire of the design agency to be able to predict whether their component or system will survive its physical environment or if it will fail due to mechanical stresses. One method to determine if the component will survive the environment is to expose the component to a simulation of the environment in a laboratory. One difficulty in doing this is that the component may not have the same boundary condition in the laboratory as is in the field configuration. This paper presents a novel method of quantifying the error in the modal domain that occurs from the impedance difference between the laboratory test fixture and the next level of assembly in the field configuration. The error is calculated from the projection from one mode shape space to the other, and the error is in terms of each mode of the field configuration. This provides insight into the effectiveness of the test fixture with respect to the ability to recreate the mode shapes of the field configuration. A case study is presented to show that the error in the modal projection between two configurations is a lower limit for the error that can be achieved by a laboratory test.
The data from the multi-modal transportation test conducted in 2017 demonstrated that the inputs from the shock events during all transport modes (truck, rail, and ship) were amplified from the cask to the spent commercial nuclear fuel surrogate assemblies. These data do not support common assumption that the cask content experiences the same accelerations as the cask itself. This was one of the motivations for conducting 30 cm drop tests. The goal of the 30 cm drop test is to measure accelerations and strains on the surrogate spent nuclear fuel assembly and to determine whether the fuel rods can maintain their integrity inside a transportation cask when dropped from a height of 30 cm. The 30 cm drop is the remaining NRC normal conditions of transportation regulatory requirement (10 CFR 71.71) for which there are no data on the actual surrogate fuel. Because the full-scale cask and impact limiters were not available (and their cost was prohibitive), it was proposed to achieve this goal by conducting three separate tests. This report describes the first two tests — the 30 cm drop test of the 1/3 scale cask (conducted in December 2018) and the 30 cm drop of the full-scale dummy assembly (conducted in June 2019). The dummy assembly represents the mass of a real spent nuclear fuel assembly. The third test (to be conducted in the spring of 2020) will be the 30 cm drop of the full-scale surrogate assembly. The surrogate assembly represents a real full-scale assembly in physical, material, and mechanical characteristics, as well as in mass.
Across many industries and engineering disciplines, components and systems are designed and deployed into their operational environment of intended use. It is the desire of the design agency to be able to predict whether their component or system will function in its shock and vibration environments or if it will fail due to mechanical stresses. One method to determine if the component will survive the shock and vibration environments is to expose the component to the operational environment in a laboratory. One difficulty in executing a representative laboratory test is that the component may not have the same boundary condition in the laboratory as in the operational configuration. This paper examines the use of parameterized optimization to design the test fixture in order to better match the operational configuration. Several frequency and modal-based objective functions are examined for the optimization. The study shows that the Modal Projection Error objective function performs the best of the functions studied. The efficacy of the Modal Projection Error is demonstrated with respect to dynamic test fixture design on several analytical and experimental exemplars.
Sylvatex is a green nano-chemistry company that has developed a platform technology utilizing renewable, non-toxic inputs to create a stable nanoparticle that can be used in multiple applications. Their mission is to increase the use of renewables globally, to empower a cleaner and healthier future. The main application is a fuel technology product - MicroX - that utilizes proprietary knowledge to scale low-cost, cleaner-burning renewable diesel fuel and additives by using a co-location commercial model. The aspects of this project will include testing of two Sylvatex MicroX fuels on an engine dynamometer platform. Industry standard ultra-low sulfur diesel (ULSD) B3 fuel and a ULSD B20 will both be used for comparison of the Sylvatex fuels (U.S. standard diesel fuel at the pump contains an average of approximately 3% biodiesel; this is why B3 would be used as a baseline comparison). Sylvatex is currently using a prototype formulation (MicroX 1) that applies a high cost surfactant. An experimental formulation (MicroX 2) that uses lower cost materials is under development. The MicroX 1 will be blended at a 10% level into the B3 ULSD fuel and the MicroX 2 will be blended at a 10% level into both the B3 and the B20 ULSD fuels for study on the engine dynamometer test platform. All fuel blends will be tested over the FTP transient engine test cycle and a steady state ramped modal engine test cycle. Each test cycle will be performed a minimum of 3 times for each fuel. Tailpipe and/or engine out gaseous exhaust emissions (CO2, CO, NOx, THC, O2,), engine out PM emissions, and brake-specific fuel consumption rates will be evaluated for all test cycles.
This report describes the Shaker Table Test conducted on September 12, 2018, at the Dynamic Certification Laboratories (DCL) in Sparks, Nevada. This report satisfies Milestone M3SF-19SN010202021 Shaker Table Test, Sandia National Laboratories (SNL) Work Package (Parent WBS # 1.08.01.02.02; Work Package #SF-19SN01020202). The Shaker Table Test is related to the Multi-Modal Transportation Test (MMTT) conducted in 2017. During the MMTT, accelerations and strains were measured on the transportation platform, ENsa UNiversal (ENUN) 32P dual-purpose rail cask, cradle, basket, and three surrogate 17x17 pressurized water reactor (PWR) assemblies (one from SNL, one from Spain and one from Korea).