SEARCH · Search NASA
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
The use of analytical models and ground-based experimental validation of precision space structures is addressed. The application of adaptive structures to such validation of precision space structures is addressed, with the focus on adaptive truss structures.
An approach for an optimization-based integrated controls-structures design is presented for a class of flexible spacecraft that require fine attitude pointing and vibration suppression. The integrated design problem is posed in the form of simultaneous optimization of both structural and control design variables. The approach is demonstrated by application to the integrated design of a generic space platform and to a model of a ground-based flexible structure. The numerical results obtained indicate that the integrated design approach can yield spacecraft designs that have substantially superior performance over a conventional design wherein the structural and control designs are performed sequentially. For example, a 40-percent reduction in the pointing error is observed along with a slight reduction in mass, or an almost twofold increase in the controlled performance is indicated with more than a 5-percent reduction in the overall mass of the spacecraft (a reduction of hundreds of kilograms).
The use of inflatable structures has often been proposed for aerospace and planetary applications. The advantages of such structures include low launch weight and easy assembly. The use of inflatables for applications requiring very large frame structures intended for aerospace use are proposed. In order to consider using an inflated truss, the structural behavior of the inflated frame must be examined. The statics of inflated tubes as beams was discussed in the literature, but the dynamics of these elements has not received much attention. In an effort to evaluate the vibration characteristics of the inflated beam a series of free vibration tests of an inflated fabric cantilevers were performed. Results of the tests are presented and models for system behavior posed.
Without novel ground validation test (GVT) approaches for such space structures as those contemplated for an orbiting optical interferometer, this and other NASA missions will be stillborn. One such approach may involve the integration of adaptive structures concepts into initial structural designs, in order to accommodate GVT, as well as to allow for redundancy and enhance mission reliability. Adaptive structures are noted to intrinsically relax GVT requirements.
Prospective NASA space efforts will require submicron dimensional-precision structures of 10-50 m and 20-30 year service lives, such as the 20 m-diameter Large Deployable Reflector; in most such designs, truss structures are selected due to their deployability and assemblability in space. An account is presently given of the critical role played by adaptive-structure concepts. A major aspect of these development efforts involves the use of the smallest feasible set of active members for the required functions; these can preload the structure, eliminate joint gaps, and adjust precision degrees-of-freedom.
Probabilistic predictions based on the Integrated Probabilistic Assessment of Composite Structures (IPACS) code are presented for the material and structural response of unnotched and notched, 1M6/3501-6 Gr/Ep laminates. Comparisons of predicted and measured modulus and strength distributions are given for unnotched unidirectional, cross-ply, and quasi-isotropic laminates. The predicted modulus distributions were found to correlate well with the test results for all three unnotched laminates. Correlations of strength distributions for the unnotched laminates are judged good for the unidirectional laminate and fair for the cross-ply laminate, whereas the strength correlation for the quasi-isotropic laminate is deficient because IPACS did not yet have a progressive failure capability. The paper also presents probabilistic and structural reliability analysis predictions for the strain concentration factor (SCF) for an open-hole, quasi-isotropic laminate subjected to longitudinal tension. A special procedure was developed to adapt IPACS for the structural reliability analysis. The reliability results show the importance of identifying the most significant random variables upon which the SCF depends, and of having accurate scatter values for these variables.
The Pretoria Saltpan crater is located in the southern portion of the Bushveld Igneous Complex some 40 km NNW of Pretoria, South Africa, at 25 deg 24 min 30 sec S/28 deg 4 min 59 sec E. The near-circular structure of 1.13 km diameter exhibits a well-preserved, uptilted granite rim. Granitic breccia overlies Karroo sediment in places, indicating a post-Karroo age for the cratering event. The coincidence of the spacial occurrence of the crater with respect to various alkaline and ultramafic intrusives has been the main argument put for yard against an impact origin for the structure. Detailed mapping of the crater rim exposures and the crater environs was carried out and revealed many occurrences of intrusives in the whole region. Structural analysis along the rim revealed the presence of typical impact crater related structures. Comparative petrographic and chemical studies of crater-related and non-related intrusives showed close similarities between these sample suites.
Thermal channel (channel 6, 10.4-12.5 micrometers) images of five Landsat thematic mapper cumulus scenes over the ocean are examined. These images are thresholded using the standard International Satellite Cloud Climatology Project (ISCCP) thermal threshold algorithm. The individual clouds in the cloud fields are segmented to obtain their structural statistics which include size distribution, orientation angle, horizontal aspect ratio, and perimeter-to-area (PtA) relationship. The cloud size distributions exhibit a double power law with the smaller clouds having a smaller absolute exponent. The cloud orientation angles, horizontal aspect ratios, and PtA exponents are found in good agreement with earlier studies. A technique also is developed to recognize individual cells within a cloud so that statistics of cloud cellular structure can be obtained. Cell structural statistics are computed for each cloud. Unicellular clouds are generally smaller (less than or equal to 1 km) and have smaller PtA exponents, while multicellular clouds are larger (greater than or equal to 1 km) and have larger PtA exponents. Cell structural statistics are similar to those of the smaller clouds. When each cell is approximated as a quadric surface using a linear least squares fit, most cells have the shape of a hyperboloid of one sheet, but about 15% of the cells are best modeled by a hyperboloid of two sheets. Less than 1% of the clouds are ellipsoidal. The number of cells in a cloud increases slightly faster than linearly with increasing cloud size. The mean nearest neighbor distance between cells in a cloud, however, appears to increase linearly with increasing cloud size and to reach a maximum when the cloud effective diameter is about 10 km; then it decreases with increasing cloud size. Sensitivity studies of threshold and lapse rate show that neither has a significant impact upon the results. A goodness-of-fit ratio is used to provide a quantitative measure of the individual cloud results. Significantly improved results are obtained after applying a smoothing operator, suggesting the eliminating subresolution scale variations with higher spatial resolution may yield even better shape analyses.
NASA is developing a 'tool box' that includes a number of advanced structural analysis computer codes which, taken together, represent the comprehensive fracture mechanics capability required to predict the onset of widespread fatigue damage. These structural analysis tools have complementary and specialized capabilities ranging from a finite-element-based stress-analysis code for two- and three-dimensional built-up structures with cracks to a fatigue and fracture analysis code that uses stress-intensity factors and material-property data found in 'look-up' tables or from equations. NASA is conducting critical experiments necessary to verify the predictive capabilities of the codes, and these tests represent a first step in the technology-validation and industry-acceptance processes. NASA has established cooperative programs with aircraft manufacturers to facilitate the comprehensive transfer of this technology by making these advanced structural analysis codes available to industry.
Any aircraft preliminary design study requires a structural model of the proposed configuration. The model must be capable of estimating the structural weight of a given configuration, and of predicting the deflections which will result from foreseen flight and ground loads. The present work develops such a model for the proposed Oblique All Wing airplane. The model is based on preliminary structural work done by Jack Williams and Peter Rudolph at Mdng, and is encoded in a FORTRAN program. As a stand-alone application, the program can calculate the weight CG location, and several types of structural deflections; used in conjunction with an aerodynamics model, the program can be used for mission analysis or sizing studies.
This paper reports recently completed structural dynamics experimental activities with new ultralightweight and inflatable space structures (a.k.a., "Gossamer" spacecraft) at NASA Langley Research Center, NASA Marshall Space Flight Center, and NASA Goddard Space Flight Center. Nine aspects of this work are covered, as follows: 1) inflated, rigidized tubes, 2) active control experiments, 3) photogrammetry, 4) laser vibrometry, 5) modal tests of inflatable structures, 6) in-vacuum modal tests, 7) tensioned membranes, 8) deployment tests, and 9) flight experiment support. Structural dynamics will play a major role in the design and eventual in-space deployment and performance of Gossamer spacecraft, and experimental R&D work such as this is required now to validate new analytical prediction methods. The activities discussed in the paper are pathfinder accomplishments, conducted on unique components and prototypes of future spacecraft systems.
Ulysses observations showed that pressure balance structures (PBSs) are a common feature in the high-latitude solar winds near the solar minimum. On the other hand, coronal plumes are common in polar coronal holes near the solar minimum. It is therefore considered that the PBSs would be remnants of plumes. Several detailed studies of the PBSs have been made from Ulysses/SWOOPS observations, but study of their magnetic structures has not yet been done. The study of the magnetic structure is important because previous observations and theoretical models of plumes indicate that they are related to the network activity such as magnetic reconnection on the photosphere. We have investigated the magnetic structures of the PBSs with Ulysses magnetometer and SWOOPS data. We have found that magnetic reversals in radial magnetic field take place while the spacecraft passes through most of the PBSs These magnetic reversals have been interpreted as large amplitude Alfv/'enic fluctuations but our results suggest that Ulysses is also traversing current sheets of plasmoids associated with network activity at the base of plumes.
This paper reports recently completed structural dynamics experimental activities with new ultra-lightweight and inflatable space structures (a.k.a., "Gossamer" spacecraft) at NASA Langley Research Center, NASA Marshall Space Flight Center, and NASA Goddard Space Flight Center. Nine aspects of this work are covered: 1) inflated, rigidized tubes, 2) active control experiments, 3) photogrammetry, 4) laser vibrometry, 5) modal tests of inflatable structures, 6) in-vacuum modal tests, 7) tensioned membranes, 8) deployment tests, and 9) flight experiment support. Structural dynamics will play a major role in the design and eventually in-space deployment and performance of Gossamer spacecraft. Experimental research and development such as this is required to validate new analysis methods. The activities discussed in the paper are pathfinder accomplishments. conducted on unique components and prototypes of future spacecraft systems.
For many years, the capabilities to determine the root-cause failure of component failures have been limited to the analytical tools and the state of the art data acquisition systems. With this limited capability, many anomalies have been resolved by adding material to the design to increase robustness without the ability to determine if the design solution was satisfactory until after a series of expensive test programs were complete. The risk of failure and multiple design, test, and redesign cycles were high. During the Space Shuttle Program, many crack investigations in high energy density turbomachines, like the SSME turbopumps and high energy flows in the main propulsion system, have led to the discovery of numerous root-cause failures and anomalies due to the coexistences of acoustic forcing functions, structural natural modes, and a high energy excitation, such as an edge tone or shedding flow, leading the technical community to understand many of the primary contributors to extremely high frequency high cycle fatique fluid-structure interaction anomalies. These contributors have been identified using advanced analysis tools and verified using component and system tests during component ground tests, systems tests, and flight. The structural dynamics and fluid dynamics communities have developed a special sensitivity to the fluid-structure interaction problems and have been able to adjust and solve these problems in a time effective manner to meet budget and schedule deadlines of operational vehicle programs, such as the Space Shuttle Program over the years.
Two driving factors in aircraft panel design are structural efficiency and response to in-service damage. Stitching through the thickness can improve both of these considerations. Combining stitching with a post-buckling design approach can provide additional improvements. The buckling behavior of stitched structure is considered since lighter structures can be achieved if local skin buckling is allowed to occur at less than design ultimate load. Through-the-thickness stitching can suppress delamination between skin and flange, thereby allowing the structure to reliably carry load into the postbuckling range. Hat-stiffened and rod-stiffened panels in which the skin and flanges were stitched together through-the-thickness prior to curing are considered through experiment and analysis. In both types of panels no mechanical fasteners were used for the assembly. Specimens were loaded to failure in axial compression. In this study all specimens buckled in the skin between the stiffeners and continued to carry load. In addition, the behavior of panels with a severed stringer or notch are considered. Failure loads and strain distributions in the notched panel are compared to those in the unnotched panel.
The development of multidisciplinary Integrated Vehicle Health Management (IVHM) tools will enable accurate detection, diagnosis and prognosis of damage under normal and adverse conditions during flight. The adverse conditions include loss of control caused by environmental factors, actuator and sensor faults or failures, and structural damage conditions. A major concern is the growth of undetected damage/cracks due to fatigue and low velocity foreign object impact that can reach a critical size during flight, resulting in loss of control of the aircraft. To avoid unstable catastrophic propagation of damage during a flight, load levels must be maintained that are below the load-carrying capacity for damaged aircraft structures. Hence, a capability is needed for accurate real-time predictions of safe load carrying capacity for aircraft structures with complex damage configurations. In the present work, a procedure is developed that uses guided wave responses to interrogate damage. As the guided wave interacts with damage, the signal attenuates in some directions and reflects in others. This results in a difference in signal magnitude as well as phase shifts between signal responses for damaged and undamaged structures. Accurate estimation of damage size and location is made by evaluating the cumulative signal responses at various pre-selected sensor locations using a genetic algorithm (GA) based optimization procedure. The damage size and location is obtained by minimizing the difference between the reference responses and the responses obtained by wave propagation finite element analysis of different representative cracks, geometries and sizes.
In this paper, a simulation method for analyzing deployable composite structures is presented. With a proper material model, effective plate/shell properties of the composites is obtained based on Mechanics of Structure Genome (MSG), and then implemented into a user subroutine UGENS for global structure simulation in ABAQUS. Column bending test (CBT) and composite boom and hub structure are studied for demonstration. A viscoelastic material model with direct integration implementation is adopted in this paper. CBT simulation shows good agreement with experiments during relaxation, while errors are observed when comparing residual deformation. This simulation can be potentially used as a calibration tool for material properties. After CBT simulation, a demonstrative model with a lenticular boom and the hub is created in ABAQUS. Complete process of flattening, coiling, stowage, deploying and recovery is simulated with the viscoelastic material model. Residual deformation of the boom is analyzed.
Testing was completed on the Structural Heat Intercept, Insulation, and Vibration Evaluation Rig (SHIIVER) between August 2019 and January 2020. SHIIVER was designed to be a test bed for the scaling of cryogenic fluid management technologies as applied to large upper stages and long duration in-space stages. The hardware consists of a 4 meter diameter stainless steel tank, structural skirts supporting the tank in the aft direction, and an aluminum forward skirt with vapor cooling channels bolted to it. The initial testing of the SHIIVER hardware was with liquid hydrogen and liquid nitrogen (as a substitute fluid for liquid oxygen and liquid methane) and sought to demonstrate the use of boil-off vapor to intercept heat on a structural skirt, multilayer insulation (MLI) on the tank domes, and the radio frequency mass gauge (RFMG). Testing was completed in four stages: a baseline thermal vacuum test prior to installation of the MLI, a thermal vacuum test after the MLI installation, a reverberant acoustic test, and a subsequent thermal vacuum test to verify that no damage occurred during the reverberant acoustic testing. Each thermal vacuum test with chamber wall at ambient temperature and vacuum level in the 10-6 torr range was conducted continuously between approximately 90% full and 25% full. Test results showed that the vapor cooling reduced the heat load to the tank by approximately 10%, but the boil-off by less than 3% at 50% full with no MLI on the domes. It reduced the heat load to the tank by approximately 10%, but the boil-off was essentially unchanged at 50% full whether or not vapor cooling was operational with MLI on the domes. The MLI reduced the heat load to the tank by approximately 40% at all fill levels, but the boil-off by approximately 25% at 90% full and 45% below 65% full. The RFMG performed well over all fill ranges, and several RF tank modes were used to gauge the mass of fluid in the tank. SHIIVER was then exposed to an acoustic environment of 147 dB OASPL (overall sound pressure level) in a reverberant chamber. The acoustic environment and profile envelopes the upper stage internal acoustic level of several different modern launch vehicles. No structural or thermal performance changes were observed as a result of acoustic testing. Final thermal vacuum testing after the acoustic testing showed no degradation to the MLI due to the acoustic environment as measured via system heat loads.