Variable-sweep-rate testing - A technique to improve the quality and acquisition of frequency response and vibration data
Technique for improving quality and acquisition of frequency response and vibration data
Lorenzo, C. F.↗
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Prototype airborne one-third octave band spectrum analyzer for acoustic and vibration data
Design and test evaluation of prototype one-third octave band spectrum analyzer for measurement and analysis of acoustic and vibration data onboard space vehicles
Source record↗
An Exploration of Discontinuous Time Synchronous Averaging for Helicopter HUMS Using Cruise and Terminal Area Vibration Data
Recent research using NASA Ames AH-1 and OH-58C helicopters, and NASA Glenn test rigs, has shown that in-flight vibration data are typically non-stationary [l-4]. The nature and extent of this non-stationarity is most likely produced by several factors operating simultaneously. The aerodynamic flight environment and pilot commands provide continuously changing inputs, with a complex dynamic response that includes automatic feedback control from the engine regulator. It would appear that the combined effects operate primarily through an induced torque profile, which causes concomitant stress modulation at the individual internal gear meshes in the transmission. This notion is supported by several analyses, which show that upwards of 93% of the vibration signal s variance can be explained by knowledge of torque alone. That this relationship is stronger in an AH-1 than an OH-58, where measured non-stationarity is greater, suggests that the overall mass of the vehicle is an important consideration. In the lighter aircraft, the unsteady aerodynamic influences transmit relatively greater unsteady dynamic forces on the mechanical components, quite possibly contributing to its greater non-stationarity . In a recent paper using OH-58C pinion data [5], the authors have shown that in computing a time synchronous average (TSA) for various single-value metric computations, an effective trade-off can be obtained between sample size and measured stationarity by using data from only a single mesh cycle. A mesh cycle, which is defined as the number of rotations required for the gear teeth to return to their original mating position, has the property of representing all of the discrete phase angles of the opposing gears exactly once in the average. Measured stationarity is probably maximized because a single mesh cycle of the pinion gear occurs over a very short span of time, during which time-dependent non-stationary effects are kept to a minimum. Clearly, the advantage of local stationarity diminishes as the temporal duration of the cycle increases. This is most evident for a planetary mesh cycle, which can take several minutes to complete.
Huff, Edward M.↗
Summary of AH-1G flight vibration data for validation of coupled rotor-fuselage analyses
Under a NASA research program designated DAMVIBS (Design Analysis Methods for VIBrationS), four U. S. helicopter industry participants (Bell Helicopter, Boeing Vertol, McDonnell Douglas Helicopter, and Sikorsky Aircraft) are to apply existing analytical methods for calculating coupled rotor-fuselage vibrations of the AH-1G helicopter for correlation with flight test data from an AH-1G Operational Load Survey (OLS) test program. Bell Helicopter, as the manufacturer of the AH-1G, was asked to provide pertinent rotor data and to collect the OLS flight vibration data needed to perform the correlations. The analytical representation of the fuselage structure is based on a NASTRAN finite element model (FEM) developed by Bell which has been extensively documented and correlated with ground vibration tests.The AH-1G FEM was provided to each of the participants for use in their coupled rotor-fuselage analyses. This report describes the AH-1G OLS flight test program and provides the flight conditions and measured vibration data to be used by each participant in their correlation effort. In addition, the mechanical, structural, inertial and aerodynamic data for the AH-1G two-bladed teetering main rotor system are presented. Furthermore, modifications to the NASTRAN FEM of the fuselage structure that are necessary to make it compatible with the OLS test article are described. The AH-1G OLS flight test data was found to be well documented and provide a sound basis for evaluating currently existing analysis methods used for calculation of coupled rotor-fuselage vibrations.
Dompka, R. V.↗
Optical spectroscopy of molten fluorides: Methods, electronic and vibrational data, structural interpretation, and relevance to radiative heat transfer
In this study, to help address the need for predicting radiative heat transfer (RHT) behavior of molten salts, we conducted a comprehensive review of methods and data from optical spectroscopic measurements on molten fluoride salts. Transmittance, reflectance, and trans-reflectance experimental methods are discussed, along with the corresponding data reduction methodology and the limitations of each technique. Optical spectroscopy is a convenient indirect probe for changes in structural parameters with temperature and composition. Electronic and vibrational absorption data for transition-metal, lanthanide, and actinide solutes and vibrational absorption data for alkali and alkaline earth fluoride solvents are compiled, and the corresponding structural interpretation is discussed and compared with other experimental and theoretical work. We find that solvent and solute vibrational absorption can be significant in the mid-infrared, resulting in near-infrared edges of significance to RHT. Extrapolation and averaging of existing edge data leads to estimated gray absorption coefficient values at 700 °C of 546 m —1 for FLiBe and 276 m —1 for FLiNaK, both within the range of 1 – 6000 m —1 identified to be of engineering relevance for radiative heat transfer analysis.
36 MATERIALS SCIENCE↗
Correlation of AH-1G helicopter flight vibration data and tailboom static test data with NASTRAN analytical results
Level flight airframe vibration at main rotor excitation frequencies was calculated. A NASTRAN tailboom analysis was compared with test data for evaluation of methods used to determine effective skin in a semimonocoque sheet-stringer structure. The flight vibration correlation involved comparison of level flight vibration for two helicopter configurations: clean wing, at light gross weight and wing stores at heavy gross weight. In the tailboom correlation, deflections and internal loads were compared using static test data and a NASTRAN analysis. An iterative procedure was used to determine the amount of effective skin of buckled panels under compression load.
Cronkhite, J. D.↗
Lunar Orbiter flight vibration data and comparisons with environmental specifications
Lunar Orbiter flight vibration measurements compared with flight acceptance test data
Clevenson, S. A.↗
Photo-Optical Blade-Vibration-Data Acquisition System
Techniques developed for measuring blade vibrations using optical sensors fixed in casing around bladed turbine-engine stage. Measurement system coordinates and assembles inputs of many optical probes in order to monitor all of blades on spinning stage. Several points on every blade monitored in order to develop quantitative measure of overall bladed-stage response.
Kiraly, L. J.↗
Coupled rotor/fuselage dynamic analysis of the AH-1G helicopter and correlation with flight vibrations data
Under a research program designated Design Analysis Methods for VIBrationS (DAMVIBS), existing analytical methods are used for calculating coupled rotor-fuselage vibrations of the AH-1G helicopter for correlation with flight test data from an AH-1G Operational Load Survey (OLS) test program. The analytical representation of the fuselage structure is based on a NASTRAN finite element model (FEM), which has been developed, extensively documented, and correlated with ground vibration test. One procedure that was used for predicting coupled rotor-fuselage vibrations using the advanced Rotorcraft Flight Simulation Program C81 and NASTRAN is summarized. Detailed descriptions of the analytical formulation of rotor dynamics equations, fuselage dynamic equations, coupling between the rotor and fuselage, and solutions to the total system of equations in C81 are included. Analytical predictions of hub shears for main rotor harmonics 2p, 4p, and 6p generated by C81 are used in conjunction with 2p OLS measured control loads and a 2p lateral tail rotor gearbox force, representing downwash impingement on the vertical fin, to excite the NASTRAN model. NASTRAN is then used to correlate with measured OLS flight test vibrations. Blade load comparisons predicted by C81 showed good agreement. In general, the fuselage vibration correlations show good agreement between anslysis and test in vibration response through 15 to 20 Hz.
Corrigan, J. C.↗
Evaluation of machine learning and finite-element modeling methods for defect localization using demonstration vibration data
This brief report provides an update on FY24 efforts from the Acoustics team in the Instrumentation and Sensors technical area at Los Alamos National Laboratory to evaluate suitable data processing and modeling techniques for vibration-based defect localization.
47 OTHER INSTRUMENTATION↗
Statistical correlation analysis for comparing vibration data from test and analysis
A theory was developed to compare vibration modes obtained by NASTRAN analysis with those obtained experimentally. Because many more analytical modes can be obtained than experimental modes, the analytical set was treated as expansion functions for putting both sources in comparative form. The dimensional symmetry was developed for three general cases: nonsymmetric whole model compared with a nonsymmetric whole structural test, symmetric analytical portion compared with a symmetric experimental portion, and analytical symmetric portion with a whole experimental test. The theory was coded and a statistical correlation program was installed as a utility. The theory is established with small classical structures.
Butler, T. G.↗
Extraction of Vibration Data with Imaging
To date, the primary sensing technology used to measure the vibration response has been accelerometers and strain gages mounted directly to the structure and using either wired or, more recently, wireless telemetry. Cost issues with these sensors and the associated data acquisition systems typically limit the numbers that are deployed on in situ structures. Although there are a few structures with larger sensing counts that in some cases exceed over 1000 sensors, more typical numbers range from ten to one hundred sensors resulting in low spatial resolution when they are applied to physically large systems. When one considers that nuclear power plant structures usually have complex geometries, material properties, connectivity and boundary conditions, it is clear these current approaches to vibration measurements can only provide limited information about a system’s dynamics response characteristics. As an alternative, many non-contact measurement technologies have emerged, including point wise measurement methods such as Global Positioning System (GPS), microwave interferometry, and laser Doppler vibrometry (LDV), as well as simultaneous full-field measurement methods such as electronic speckle pattern interferometry, holography interferometry, and muon tomography, some of which can provide high spatial resolution measurements. Among these methods, digital video imaging techniques have emerged as a feasible solution for full-field vibration measurements that provide significantly more detailed dynamic response information because every pixel becomes a measurement point. Furthermore, recent advances in image processing and computer vision algorithms have been successfully used to process video data for experimental and operational modal analysis. Such full-field measurements have the potential to significantly improve many current structural assessment procedures including system identification (modal parameter estimation), structural health monitoring, load reconstruction, model validation, and model updating. Furthermore, more recent full-field imaging techniques can be accomplished with relatively low-cost, commercially-available off-the-shelf cameras. However, these measurement procedures have other limitations that must be considered such as the ability to only measure visibly accessible points on a structure and a more limited dynamic range and bandwidth than can be achieved with accelerometers or strain gages.
46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
Inferring Gear Damage from Oil-Debris and Vibration Data
A system for real-time detection of surface-fatigue-pitting damage to gears for use in a helicopter transmission is based on fuzzy-logic used to fuse data from sensors that measure oil-borne debris, referred to as "oil debris" in the article, and vibration signatures. A system to detect helicopter-transmission gear damage is beneficial because the power train of a helicopter is essential for propulsion, lift, and maneuvering, hence, the integrity of the transmission is critical to helicopter safety. To enable detection of an impending transmission failure, an ideal diagnostic system should provide real-time monitoring of the "health" of the transmission, be capable of a high level of reliable detection (with minimization of false alarms), and provide human users with clear information on the health of the system without making it necessary for them to interpret large amounts of sensor data.
Dempsey, Paula↗
Correlation of AH-1G airframe flight vibration data with a coupled rotor-fuselage analysis
The formulation and features of the Rotor-Airframe Comprehensive Analysis Program (RACAP) is described. The analysis employs a frequency domain, transfer matrix approach for the blade structural model, a time domain wake or momentum theory aerodynamic model, and impedance matching for rotor-fuselage coupling. The analysis is applied to the AH-1G helicopter, and a correlation study is conducted on fuselage vibration predictions. The purpose of the study is to evaluate the state-of-the-art in helicopter fuselage vibration prediction technology. The fuselage vibration predicted using RACAP are fairly good in the vertical direction and somewhat deficient in the lateral/longitudinal directions. Some of these deficiencies are traced to the fuselage finite element model.
Sangha, K.↗
Hampel Filtering of ASDs to Remove Spurious Sine Tones in Random Vibration Data.
Abstract not provided.
Woodall, James↗
Identification of structural systems using naturally induced vibration data in the presence of measurement noise
The method of instrument variables for the identification of the parameters of structural systems excited by white noise in the presence of white measurement noise is applied. The requisite equations and the resulting consistent estimator are derived and simulation results for least squares and instrumental variables methods, for light and heavy damping, are compared. The present method gave better results than least squares when measurement noise was presented, and verified the fact that least squares yields an inconsistent estimator unless the measurement noise is zero.
Huan, S.-L.↗
Identification of differences between finite element analysis and experimental vibration data
An important problem that has emerged from combined analytical/experimental investigations is the task of identifying and quantifying the differences between results predicted by F.E. analysis and results obtained from experiment. The objective of this study is to extend and evaluate the procedure developed by Sidhu for correlation of linear F.E. and modal test data to include structures with viscous damping. The desirability of developing this procedure is that the differences are identified in terms of physical mass, damping, and stiffness parameters instead of in terms of frequencies and modes shapes. Since the differences are computed in terms of physical parameters, locations of modeling problems can be directly identified in the F.E. model. From simulated data it was determined that the accuracy of the computed differences increases as the number of experimentally measured modes included in the calculations is increased. When the number of experimental modes is at least equal to the number of translational degrees of freedom in the F.E. model both the location and magnitude of the differences can be computed very accurately. When the number of modes is less than this amount the location of the differences may be determined even though their magnitudes will be under estimated.
Lawrence, C.↗
Identification of differences between finite element analysis and experimental vibration data
An important problem that has emerged from combined analytical/experimental investigations is the task of identifying and quantifying the differences between results predicted by F.E. analysis and results obtained from experiment. The objective of this study is to extend and evaluate the procedure developed by Sidhu for correlation of linear F.E. and modal test data to include structures with viscous damping. The desirability of developing this procedure is that the differences are identified in terms of physical mass, damping, and stiffness parameters instead of in terms of frequencies and modes shapes. Since the differences are computed in terms of physical parameters, locations of modeling problems can be directly identified in the F.E. model. From simulated data it was determined that the accuracy of the computed differences increases as the number of experimentally measured modes included in the calculations is increased. When the number of experimental modes is at least equal to the number of translational degrees of freedom in the F.E. model both the location and magnitude of the differences can be computed very accurately. When the number of modes is less than this amount the location of the differences may be determined even though their magnitudes will be underestimated.
Lawrence, Charles↗