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Energy absorbing characteristics of crushable aluminum structures in space environment
Nonlinear dynamic finite element simulations were performed to aid in the design of an energy-absorbing impact sphere for a passive Earth Entry Vehicle (EEV) that is a possible architecture for the Mars Sample Return (MSR) mission. The MSR EEV concept uses an entry capsule and energy-absorbing impact sphere designed to contain and limit the acceleration of collected samples during Earth impact without a parachute. The spherical shaped impact sphere is composed of solid hexagonal and pentagonal foam-filled cells with hybrid composite, graphite-epoxy/Kevlar cell walls. Collected Martian samples will fit inside a smaller spherical sample container at the center of the EEV's cellular structure. Comparisons were made of analytical results obtained using MSC.Dytran with test results obtained from impact tests performed at NASA Langley Research Center for impact velocities from 30 to 40 m/s. Acceleration, velocity, and deformation results compared well with the test results. The correlated finite element model was then used for simulations of various off-nominal impact scenarios. Off-nominal simulations at an impact velocity of 40 m/s included a rotated cellular structure impact onto a flat surface, a cellular structure impact onto an angled surface, and a cellular structure impact onto the corner of a step.
As part of the Advanced General Aviation Transportation Experiments program, the National Aeronautics and Space Administration's Langley Research Center is conducting tests to design energy absorbing structures to improve occupant survivability in aircraft crashes. An effort is currently underway to design an Energy Absorbing (EA) sub-floor structure which will reduce occupant loads in an aircraft crash. However, a recent drop test of a fuselage specimen with a proposed EA sub-floor structure demonstrated that the effects of sectioning the fuselage on both the fuselage section's stiffness and the performance of the EA structure were not fully understood. Therefore, attempts are underway to model the proposed sub-floor structure on computers using the DYCAST finite element code to provide a better understanding of the structure's behavior in testing, and in an actual crash.
To help ensure safe transportation within electric Vertical Take-off and Landing (eVTOL) vehicles the National Aeronautics and Space Administration (NASA) has been developing novel energy absorbing (EA) design technologies to improve crashworthiness within the unique design constraints of these vehicles. As part of this effort, a series of lightweight energy absorbing subfloor concepts were developed for potential use within eVTOL vehicle design. The capability of the subfloor designs was first evaluated through finite element (FE) model simulation in both component and vehicle level impact conditions. Knowledge gained from these analyses were used to iterate upon the design prior to fabrication. Fabrication and testing of the subfloor designs has begun and will be used to verify predicted capability. Results from FE model analysis was used to down select to a final subfloor geometry for additional component level optimization and full-scale test validation.
Commercial air transport passenger safety and survivability, in the event of an impact-survivable crash, are subjects receiving increased technical focus/study by the aviation community. A B-720 aircraft, highly instrumented, and remotely controlled from the ground by a pilot in a simulated cockpit, was crashed on a specially prepared gravel covered impact site. The aircraft was impacted under controlled conditions in an air-to-ground gear-up mode, at a nominal speed of 150 knots and 4-1/2 deg glide slope. Data from a number of on board, crash worthiness experiments provided valuable information related to structural loads/failure modes, antimisting kerosene fuel, passenger and attendant restraint systems and energy absorbing seats. The development of an energy absorbing (EA) seat accomplished through innovative modification of a typical modern standard commercial aviation transport, three passenger seat is described.
To help ensure safe transportation within electric Vertical Take-off and Landing (eVTOL) vehicles the National Aeronautics and Space Administration (NASA) has been developing novel energy absorbing (EA) design technologies to improve crashworthiness within the unique design constraints of these vehicles. As part of this effort, a series of lightweight energy absorbing subfloor concepts were developed for potential use within eVTOL vehicle design. The capability of the subfloor designs was first evaluated through finite element (FE) model simulation in both component and vehicle level impact conditions. Knowledge gained from these analyses were used to iterate upon the design prior to fabrication. Fabrication and testing of the subfloor designs has begun and will be used to verify predicted capability. Results from FE model analysis was used to down select to a final subfloor geometry for additional component level optimization and full-scale test validation.
A kinetic energy absorbing device uses a series of coaxial, mating cylindrical surfaces. These surfaces have high frictional resistance to relative motion when axial impact forces are applied. The device is designed for safe deceleration of vehicles impacting on landing surfaces.
On December 2, 2009, a full scale crash test was successfully conducted of a MD-500 helicopter at the NASA Langley Research Center Landing and Impact Research Facility . The purpose of this test was to evaluate a novel composite honeycomb deployable energy absorbing (DEA) concept for attenuation of structural and crew loads during helicopter crashes under realistic crash conditions. The DEA concept is an alternative to external airbags, and absorbs impact energy through crushing. In the test, the helicopter impacted the concrete surface with 11.83 m/s (38.8 ft/s) horizontal, 7.80 m/s (25.6 ft/s) vertical and 0.15 m/s (0.5 ft/s) lateral velocities; corresponding to a resultant velocity of 14.2 m/s (46.5 ft/s). The airframe and skid gear were instrumented with accelerometers and strain gages to determine structural integrity and load attenuation, while the skin of the airframe was covered with targets for use by photogrammetry to record gross vehicle motion before, during, and after the impact. Along with the collection of airframe data, one Hybrid III 50th percentile anthropomorphic test device (ATD), two Hybrid II 50th percentile ATDs and a specialized human surrogate torso model (HSTM) occupant were seated in the airframe and instrumented for the collection of occupant loads. Resultant occupant data showed that by using the DEA, the loads on the Hybrid II and Hybrid III ATDs were in the Low Risk regime for the injury criteria, while structural data showed the airframe retained its structural integrity post crash. Preliminary results show that the DEA is a viable concept for the attenuation of impact loads.
Energy absorbing, structural elements having high specific energy absorption and low dielectric constant and loss tangent - space vehicle application
The Space Shuttle vehicle (SSV) is connected to the mobile launch platform (MLP) by four aft skirt hold down studs on each solid rocket booster (SRB). Prior to lift-off, the frangible nuts inside the aft skirt blast containers (BC) are severed into two nut halves by two pyrotechnic booster cartridges. This action releases the SSV and allows the hold down studs to eject through the aft skirt bore and then down into the MLP. USBI has been tasked to upgrade the BC for two specific reasons; 1. to eliminate lead for environmental concerns, and 2. to reduce the chance of nut recontact with the holddown stud. Nut recontact with the stud has been identified as a likely contributor to stud hangups. This upgrade will replace the lead liner with an aluminum foam material. The aluminum foam used as a energy absorber is a proven design in many other aerospace/defense applications. Additional benefits of using the open cell, energy absorbent aluminum foam in place of the solid lead liner are: A. Lead handling/ exposure, and possible contamination, along with hazardous waste disposal will be eliminated; B. Approximately 200 lbs. weight savings will be contributed to each Space Shuttle flight by using aluminum foam over lead; C. The new aluminum liner is designed to catch all shrapnel from frangible nuts thus virtually eliminating chance of foreign object debris (FOD) exiting the HDP, and causing potential damage to the vehicle; D. Potential of using the lighter aluminum liner over lead, allows for easier assembly and disassembly of blast container elements, also allowing for improvements in safety, operator handling, and efficiency of operations. Six BC firing tests will be required to determine if the new liner material will perform in a way to decrease the chance of stud hangups and enhance the ability of the BC to retain blast debris. Testing will be performed at the Kennedy Space Center (KSC) facility known as the Launch Equipment Test Facility (LETF), and will simulate the SRB hold- down post, with actual BC hardware and pyrotechnics assembled, and then test fired. Initial testing was performed in 1997 using a frangible nut in a static drop test over lead and aluminum foam sheet materials. The aluminum foam showed a dramatic improvement of energy absorption over the lead liner material. Proof-of-Principle testing at the KSC-LETF commenced in May, 1998, and is expected to be completed by June, 1998.
The Space Shuttle is connected to the mobile launch platform (MLP) by four aft skirt hold down studs on each solid rocket booster (SRB). Prior to lift-off, the frangible nuts inside the aft skirt blast containers are severed into two nut halves by two pyrotechnic booster cartridges. This action releases the Space Shuttle and allows the hold down studs to eject through the aft skirt bore and then down into the MLP. USBI has been tasked to upgrade the blast container for two specific reasons: (1) To eliminate lead for environmental concerns, and (2) To reduce the chance of nut recontact with the holddown stud. Nut recontact with the stud has been identified as a likely contributor to stud hang-ups. This upgrade will replace the lead liner with a unique open cell aluminum foam material, that has commercial and military uses. The aluminum foam used as an energy absorber is a proven design in many other aerospace/defense applications. Additional benefits of using the open cell, energy absorbent aluminum foam in place of the solid lead liner are: (A) Lead handling/exposure and possible contamination, along with hazardous waste disposal, will be eliminated; (B) Approximately 200 lbs. weight savings will be contributed to each Space Shuttle flight by using aluminum foam instead of lead; (C) The new aluminum liner is designed to catch all shrapnel from frangible nuts, thus virtually eliminating chance of debris exiting the HDP and causing potential damage to the vehicle; and (D) Using the lighter aluminum liner instead of lead, allows for easier assembly and disassembly of blast container elements, which also improves safety, operator handling, and the efficiency of operations.
The Space Shuttle is connected to the mobile launch platform (MLP) by four aft skirt hold down studs on each solid rocket booster (SRB). Prior to lift-off, the frangible nuts inside the aft skirt blast containers are severed into two nut halves by two pyrotechnic booster cartridges. This action releases the Space Shuttle and allows the hold down studs to eject through the aft skirt bore and then down into the MLP. USBI has been tasked to upgrade the blast container for two specific reasons: (1) To eliminate lead for environmental concerns, and (2) To reduce the chance of nut recontact with the holddown stud. Nut recontact with the stud has been identified as a likely contributor to stud hang-ups. This upgrade will replace the lead liner with a unique open cell aluminum foam material, that has commercial and military uses. The aluminum foam used as an energy absorber is a proven design in many other aerospace/defense applications. Additional benefits of using the open cell, energy absorbent aluminum foam in place of the solid lead liner are: (1) Lead handling / exposure and possible contamination, along with hazardous waste disposal, will be eliminated; (2) Approximately 200 lbs. weight savings will be contributed to each Space Shuttle flight by using aluminum foam instead of lead; (3) The new aluminum liner is designed to catch all shrapnel from frangible nuts, thus virtually eliminating chance of debris exiting the HDP and causing potential damage to the vehicle; (4) Using the lighter aluminum liner instead of lead, allows for easier assembly and disassembly of blast container elements, which also improves safety, operator handling, and the efficiency of operations.
Static tests of aluminum and steel frangible tube energy absorbers for nuclear aircraft reactors
Energy-absorbing Si3N4 surface layers on dense Si3N4 substrates were formed by in-place nitridation of fine-grained silicon powder. Ballistic impact tests performed on samples with 1-mm thick layers at room temperature and 1370 C showed up to an eightfold increase in the energy necessary to fracture the substrate. For maximum impact resistance, a small amount (about 20 vol %) of residual Si must be present in the reaction-sintered Si3N4 surface layer. Thermal cycling to 1370 C did not affect impact resistance, even though a considerable amount of SiO2 formed within the reaction-sintered Si3N4 layer during cycling. Erosion testing of samples in a Mach 0.8 burner rig at 1370 C resulted in minimal surface recession of the surface layer. Chemically vapor-deposited SiC-coated material similarly tested exhibited no surface recession.
Radio frequency energy absorbing structural elements and materials
A stand-alone, crash-energy absorbing structure and fabrication method are provided. A plurality of adjoining rigid cells are each constructed of resin-cured fiber reinforcement and are arranged in a geometric configuration. The fiber reinforcement can be in the form of a fabric or braided fibers wrapped about a core that is either left in place or removed from the ultimate cured structure. The geometric configuration of cells is held together with more fiber reinforcement (in the form of fabric or braided fibers) in order to integrate the cells in the geometric configuration. The additional fiber reinforcement is resin-cured to the cells. Curing of the cells and ultimate structure can occur in a single step. In applications where post-crash integrity is necessary, ductile fibers can be used to integrate the cells in the geometric configuration. The novelty of the present invention is that simple fabrication techniques are used to create structures that can be formed in a variety of net stable shapes without additional reinforcement and can withstand combined loading while crushing in a desired direction.
A stand-alone, crash-energy absorbing structure and fabrication method are provided. A plurality of adjoining rigid cells are each constructed of resin-cured fiber reinforcement and are arranged in a geometric configuration. The geometric configuration of cells is integrated by means of continuous fibers wrapped thereabout in order to maintain the cells in the geometric configuration. The cured part results in a net shape, stable structure that can function on its own with no additional reinforcement and can withstand combined loading while crushing in a desired direction.
The energy absorption response and crushing characteristics of geometrically scaled graphite-Kevlar epoxy composite plates were investigated. Three different trigger mechanisms including chamfer, notch, and steeple geometries were incorporated into the plate specimens to initiate crushing. Sustained crushing was achieved with a simple test fixture which provided lateral support to prevent global buckling. Values of specific sustained crushing stress (SSCS) were obtained which were comparable to values reported for tube specimens from previously published data. Two sizes of hybrid plates were fabricated; a baseline or model plate, and a full-scale plate with in-plane dimensions scaled by a factor of two. The thickness dimension of the full-scale plates was increased using two different techniques; the ply-level method in which each ply orientation in the baseline laminate stacking sequence is doubled, and the sublaminate technique in which the baseline laminate stacking sequence is repeated as a group. Results indicated that the SSCS is independent of trigger mechanism geometry. However, a reduction in the SSCS of 10-25 percent was observed for the full-scale plates as compared with the baseline specimens, indicating a scaling effect in the crushing response.