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This presentation contains helpful pointers for successful vibroacoustic data acquisition in the following three areas: Instrumentation, Vibration Control and Pyro-shock data acquisition and analysis. A helpful bibliography is provided.
Throughout the aerospace industry, large variations of 50 percent (6 dB) or more in shock response spectra (SRS) derived from pyrotechnic separation events continue to be reported from actual spaceflight data and from laboratory tests. As a result of these variations, NASA funded a research program for 1984 through 1986. The purpose of the 1984 through 1986 project was to analyze variations in pyrotechnically induced SRS and to determine if and to what degree manufacturing and assembly variables and tolerances, distance from the shock source, data acquisition instrumentation, and shock energy propagation affect the SRS. Sixty-four free-free boundary plate tests were performed. NASA funded an additional study for 1987 through 1988. This paper is a summary of the additional study. The purpose was to evaluate shock dissipation through various spacecraft structural joint types, to evaluate shock variation for various manufacturing and assembly variables on clamped boundary test plates, and to verify data correction techniques. Five clamped boundary plate tests investigated manufacturing and assembly variables and mass loading effects. Six free-free boundary plate tests investigated shock dissipation across spacecraft joint structures.
Throughout the aerospace industry, large variations of 50 percent (6 dB) or more are continually noted for linear shaped charge (LSC) generated shock response spectra (SRS) from flight data (from the exact same location on different flights) and from plate tests (side by side measurements on the same test). A research program was developed to investigate causes of these large SRS variations. A series of ball drop calibration tests to verify calibration of accelerometers and a series of plate tests to investigate charge and assembly variables were performed. The resulting data were analyzed to determine if and to what degree manufacturing and assembly variables, distance from the shock source, data acquisition instrumentation, and shock energy propagation affect the SRS. LSC variables consisted of coreload, standoff, and apex angle. The assembly variable was the torque on the LSC holder. Other variables were distance from source of accelerometers, accelerometer mounting methods, and joint effects. Results indicated that LSC variables did not affect SRS as long as the plate was severed. Accelerometers mounted on mounting blocks showed significantly lower levels above 5000 Hz. Lap joints did not affect SRS levels. The test plate was mounted in an almost free-free state; therefore, distance from the source did not affect the SRS. Several varieties and brands of accelerometers were used, and all but one demonstrated very large variations in SRS.
Digital data acquisition system with ultrahigh sampling rate for Ames electric arc shock tunnel, describing analog to digital conversion, data storage, system performance, etc
Optical carrier single channel telemetry system providing complete electrical isolation between shock tube data acquisition and data recording instrumentation
There are several methods of shock testing that are commonly used by the aerospace industry to qualify flight hardware to pyroshock environments. In some cases the shock results and in particular the shock response spectra computed from these tests were interpreted in such a way as to satisfy the testing requirements and were often considered successful for flight hardware qualification. However, close scrutiny of these acquired shock data suggest gross violation of the pyroshock qualification requirements. There are several issues, both in terms of the shock generation mechanisms and the shock signature acquisition and analysis that have led to improper qualification of flight hardware. In this paper some factors contributing to the misinterpretation of the shock data are reviewed. First, issues with the hardware fixturing and instrumentation that may lead to incorrect shock testing are discussed. Second, issues facing the shock simulation systems and pyrotechnic testing are reviewed. Finally, issues pertaining to the data acquisition and analysis are briefly discussed.
A 12-foot long Boeing 707 aft fuselage section with a tapering cross section was drop tested at the NASA Langley Research Center to measure structural, seat, and occupant response to vertical crash laods and to provide data for nonlinear finite element modeling. This was the final test in a series of three different transport fuselage sections tested under identical conditions. The test parameters at impact were: 20 ft/s velocity, and zero pitch, roll, and yaw. In addition, the test was an operational shock test of the data acquisition system used for the Controlled Impact Demonstration (CID) of a remotely piloted Boeing 720 that was crash tested at NASA Ames Dryden Flight Research Facility on December 1, 1984. Post-test measurements of the crush showed that the front of the section (with larger diameter) crushed vertically approximately 14 inches while the rear crushed 18 inches. Analysis of the data traces indicate the maximum peak normal (vertical) accelerations at the bottom of the frames were approximately 109 G at body station 1040 and 64 G at body station 1120. The peak floor acceleration varied from 14 G near the wall to 25 G near the center where high frequency oscillations of the floor were evident. The peak anthropomorphic dummy pelvis normal (vertical) acceleration was 19 G's.
Liquid crystal tunable filters are useful in building compact multi-spectral instruments. The system is portable and adaptable for use in a variety of fields of study in the visible and near-infrared regions of the spectrum.We will present data from calibration targets and some applications, results of the spectral calibration of a spectrometer system, and results of environmental (vibration, radiation, shock, and thermal) testing. Data acquisition and system design are also discussed.
Compact unit made of readily available solid-state components. Proposed system for acquisition of rapidly changing data self-contained and portable. Conceived for monitoring such aerodynamic effects as flutter, vibration, shock, sound, and pressure. Offers precise and fast acquisition of data and large data-storage capacity: has maximum sampling rate of 125 kHz, access time of 15 ns, and 1-million-bit memory. Measures time with "smart" (microprocessor-controlled) watch that maintains calendar time for more than 10 years without external power. Provides standby power from "smart" battery furnishing up to 1 ampere-hour of charge if power from main batteries lost.
In this study, ensembles of experimental data are presented and utilized to compare and validate two models used in the simulation of variable-density (Atwood = 0.22), compressible turbulent mixing. Though models of this kind (Reynolds averaged NavierStokes and large-eddy simulations) have been validated extensively with more canonical flows in previous studies, here the present approach offers novelty in the complexity of the geometry, the ensemble-based validation, and the uniformity of the computational framework on which the models are tested. Moreover, all experimental and computational tasks were completed by the authors which has led to a tightly coupled experimental configuration with its “digital twin.” The experimental divergent-shock-tube facility and its data acquisition methods are described and replicated in simulation space. A 2D Euler model which neglects the turbulent mixing at the interface is optimized to experimental data using a Gaussian process. This model then serves as the basis for both the 2D RANS and 3D LES studies that make comparisons to the mixing-layer data from the experiment. A relatively simple RANS model is shown to produce good agreement with experimental data only at late flow development times. The LES ensembles generally show good agreement with experimental data but display sensitivity to the characterization of initial conditions. Resolution-dependent behavior is also observed for certain higher-order statistics of interest. Overall, the LES model successfully captures the effects of divergent geometry, compressibility, and combined nonlinear instabilities inherent to the problem. The successful prediction of mixing width and its growth rate highlight the existence of three distinct regimes in the development of the instability, each with similarities to previously studied instabilities.
The objective was to achieve a better understanding of the combustion processes of liquid oxygen and gaseous hydrogen under broad range of pressure covering subcritical, critical, and supercritical conditions. The scope of the experimental work falls into the following areas: (1) design of the overall experimental setup; (2) modification of an existing windowed high pressure chamber; (3) design of the LOX feeding system; (4) provision of the safety features in the test rig design; (5) LOX cleanliness requirements; (6) cold shock testing; (7) implementation of data acquisition systems; (8) preliminary tests for system checkout; (9) modification of LOX feeding system; and (10) evaporation tests. Progress in each area is discussed.
The Optical Plume Anomaly Detection Program, an experimental study in the attempt to create a rocket engine health monitor based on detection and possible quantification of anomalous atomic and molecular species in the exhaust plume, has been in existence for several years. The instruments developed to monitor the exhaust plumes are presented. Two optical instruments are employed: the polychromator and the spectrometer. The polychromator is a 16 channel spectroradiometer having independent channels individually adjustable for center wavelength and pass bandwidth. Those values may be mechanically reset, with the aid of certain lab equipment. The spectrometer is a multichannel spectral analyzer having two 2048 element linear photodiode arrays at the exit plane of the dispersing instrument, which, like the 16 channel device, is a 1/2 meter grating spectrograph. These instruments are equipped with ultraviolet grade multifiber optical input cables, allowing the instruments to be placed in a benign environment. Telescopes mounted on the test stand observe the plume keeping the shock structure in view. The data acquisition and control system consist of four 80386-33 MHz computers: two at the test stand for instrument control and data preconditioning, and two in the test support building providing data archiving, display, and system control. Further descriptions of the instrumentation are provided.
In recent years, active research has been conducted to study the technological feasibility of supersonic laminar flow control on the wing of the High Speed Civil Transport (HSCT). For this study, the F-16XL has been chosen due to its highly swept crank wing planform that closely resembles the HSCT configurations. During flights, it is discovered that the shock wave generated from the aircraft inlet introduces disturbances on the wing where the data acquisition is conducted. The flow field about a supersonic inlet is characterized by a complex three dimensional pattern of shock waves generated by the geometrical configuration of a deflector and a cowl lip. Hence, in this study, experimental method is employed to investigate the effects of the variation of deflector configuration on the flow field, and consequently, the possibility of diverting the incoming shock-disturbances away from the test section. In the present experiments, a model composed of a simple circular tube with a triangular deflector is designed to study the deflector length and the deflector base width variation in the flow field. Experimental results indicate that the lowest external pressure ratio is observed at the junction where the deflector lip and the inlet cowl lip merge. Also, it is noted that the external pressure ratio, the internal pressure ratio, the coefficient of spillage drag, and the shock standoff distance decrease as the deflector length increases. In addition, the Redefined Total Pressure Recovery Ratio (RTPRR) increases with an increase in the deflector length. Results from the study of the effect of the deflector's base width variation on the flow field indicate that the lowest external pressure ratio is observed at the junction between the inlet cowl lip and the deflector lip. As the base width of the deflector increases, the external pressure ratio at 0 rotation increases, whereas the external pressure ratio at 180 rotation decreases. In addition, the internal pressure ratio and the coefficient of spillage drag decrease as the base width of the deflector increases. However, RTPRR and shock standoff distance increase as the base width increases. In conclusion, as deflector dimensions vary, distinctive patterns in the pressure variation around the inlet deflector are observed. With an increase in the deflector length and base width, the magnitude of shock-disturbances are weakened due to a decrease in the external pressure ratio. Also, as the deflector length and base width increase, a smaller bow shock angle is formed. Therefore, the inlet shock wave formation would be significantly altered, and consequently, shock disturbances on the wing test section can be avoided through appropriately designing the deflector.
Shock tube experiments were performed to determine the response of a hot-film sensor, mounted flush on the side wall of a shock tube, to unsteady flow behind a normal shock wave. The present experiments attempt to isolate the response of the anemometer due only to the change in convective heat transfer at the hot-film surface. The experiments, performed at low supersonic shock speeds in air, are described along with the data acquisition procedure. The change in convective heat transfer is deduced from the data and the results are compared with those from transient boundary layer theory and another set of experimental results. Finally, a transient local heat transfer coefficient is formulated for use as the forcing function in a hot-film sensor instrument model simulation.
Much of the work involved the Ames 16-Inch Shock Tunnel facility. The facility was reactivated and upgraded, a data acquisition system was configured and upgraded several times, several facility calibrations were performed and test entries with a wedge model with hydrogen injection and a full scramjet combustor model, with hydrogen injection, were performed. Extensive CFD modeling of the flow in the facility was done. This includes modeling of the unsteady flow in the driver and driven tubes and steady flow modeling of the nozzle flow. Other modeling efforts include simulations of non-equilibrium flows and turbulence, plasmas, light gas guns and the use of non-ideal gas equations of state. New experimental techniques to improve the performance of gas guns, shock tubes and tunnels and scramjet combustors were conceived and studied computationally. Ways to improve scramjet engine performance using steady and pulsed detonation waves were also studied computationally. A number of studies were performed on the operation of the ram accelerator, including investigations of in-tube gasdynamic heating and the use of high explosives to raise the velocity capability of the device.
Unsteady flows are becoming a more characterized field of study as advancements in technology is allowing for more high-speed, time-resolved data acquisition. It is important to understand these flows as the shock-wave boundary-layer interactions and separation they are involved with can generate extreme loads caused by high pressure and temperature on the body of a flight vehicle. It is vital to characterize these loads, as they can impede upon the structural integrity of a high-speed system. A common instrument utilized today to characterize pressure distributions caused by unsteady flows are unsteady pressure transducers. Set flush with the surface of a flight vehicle or wind tunnel model, these transducers can provide a pressure distribution, capturing the frequency of unsteady loads that could impinge upon the test article. A couple negative aspects of this instrumentation is that they are expensive, have long lead times, and a pressure distribution can only be determined in one discrete location where the transducer is installed. An optical diagnostic known as unsteady pressure-sensitive paint (uPSP) can help to satisfy these deficiencies. This is a spray paint that can be applied to a surface of a model to provide a global pressure distribution across the whole painted region.2 A complete picture of the fluid dynamic pressures occurring on the surface of a test article can be analyzed, especially in locations where it may have been impossible to install a transducer. Pressure-sensitive paint is also less expensive than traditional pressure transducers, which are, on average, about $2,000 each including the cost of installation.3 Unsteady PSP will not replace unsteady pressure transducers, but the transducers can be used to validate the PSP response to the flow and measure frequencies higher than the frequency response of the paint. One issue that can arise using these tools simultaneously, is that the surface roughness of the uPSP can affect the pressure readings of the transducers. Applying the uPSP to the surface of the model is going to affect the flow in some way as the topography of the model is now different than if it was not painted. One study with steady PSP conducted by Amer, Obara, and Liu at NASA Langley concluded that the PSP surface roughness was minimally intrusive at different test conditions with various lift, drag, etc., however, it was noted that data from some pressure transducers had decreased, likely due to the uneven application of the PSP in the localized region of the transducers.9 Sugioka et. al. tested various formulations of uPSP to study surface roughness effects on a Common Research Model (CRM) in transonic flow. The influence of uPSP on the surface of the model, depending on how it was formulated, was noted to have the possibility of relocating the shock wave present in the flow. This study was conducted to examine and compare transducer data acquired in December 2017 of a 4% scale model of the Space Launch System (SLS) performed at NASA Ames Research Center (ARC) Unitary Plan Wind Tunnel (UPWT). One goal of the test was to demonstrate to the customer the potential of the uPSP system developed at NASA ARC. The effect of uPSP on transducer signals also became an interest in this experiment and is the reason for this data analysis. The results of this study were discussed with the SLS team to help them make decisions regarding the next test on an SLS model with the PSP and Unitary Plan Wind Tunnel teams.
Through a SBIR contract between Kennedy Space Center and Silicon Designs, came the tri-axial data acquisition system, known commercially as the G-Logger. It is a portable, self-contained device that stores and analyzes shock, vibration, and temperature data during payload transport. It is sealed for protection from the weather and can be left unattended for up to three weeks as it collects data. It can easily be linked with any desktop or laptop computer in order to download the collected data. It serves uses in the automotive, shipping, aerospace, and machining industries.
In an experimental study to obtain detailed heating data over the Space Shuttle Orbiter, CUBRC has completed an extensive matrix of experiments using three distinct models and two unique hypervelocity wind tunnel facilities. This detailed data will be employed to assess heating augmentation due to boundary layer transition on the Orbiter wing leading edge and wind side acreage with comparisons to computational methods and flight data obtained during the Orbiter Entry Boundary Layer Flight Experiment and HYTHIRM during STS-119 reentry. These comparisons will facilitate critical updates to be made to the engineering tools employed to make assessments about natural and tripped boundary layer transition during Orbiter reentry. To achieve the goals of this study data was obtained over a range of Mach numbers from 10 to 18, with flight scaled Reynolds numbers and model attitudes representing key points on the Orbiter reentry trajectory. The first of these studies were performed as an integral part of Return to Flight activities following the accident that occurred during the reentry of the Space Shuttle Columbia (STS-107) in February of 2003. This accident was caused by debris, which originated from the foam covering the external tank bipod fitting ramps, striking and damaging critical wing leading edge heating tiles that reside in the Orbiter bow shock/wing interaction region. During investigation of the accident aeroheating team members discovered that only a limited amount of experimental wing leading edge data existed in this critical peak heating area and a need arose to acquire a detailed dataset of heating in this region. This new dataset was acquired in three phases consisting of a risk mitigation phase employing a 1.8% scale Orbiter model with special temperature sensitive paint covering the wing leading edge, a 0.9% scale Orbiter model with high resolution thin-film instrumentation in the span direction, and the primary 1.8% scale Orbiter model with detailed thin-film resolution in both the span and chord direction in the area of peak heating. Additional objectives of this first study included: obtaining natural or tripped turbulent wing leading edge heating levels, assessing the effectiveness of protuberances and cavities placed at specified locations on the orbiter over a range of Mach numbers and Reynolds numbers to evaluate and compare to existing engineering and computational tools, obtaining cavity floor heating to aid in the verification of cavity heating correlations, acquiring control surface deflection heating data on both the main body flap and elevons, and obtain high speed schlieren videos of the interaction of the orbiter nose bow shock with the wing leading edge. To support these objectives, the stainless steel 1.8% scale orbiter model in addition to the sensors on the wing leading edge was instrumented down the windward centerline, over the wing acreage on the port side, and painted with temperature sensitive paint on the starboard side wing acreage. In all, the stainless steel 1.8% scale Orbiter model was instrumented with over three-hundred highly sensitive thin-film heating sensors, two-hundred of which were located in the wing leading edge shock interaction region. Further experimental studies will also be performed following the successful acquisition of flight data during the Orbiter Entry Boundary Layer Flight Experiment and HYTHIRM on STS-119 at specific data points simulating flight conditions and geometries. Additional instrumentation and a protuberance matching the layout present during the STS-119 boundary layer transition flight experiment were added with testing performed at Mach number and Reynolds number conditions simulating conditions experienced in flight. In addition to the experimental studies, CUBRC also performed a large amount of CFD analysis to confirm and validate not only the tunnel freestream conditions, but also 3D flows over the orbiter acreage, wing leading edge, and controlurfaces to assess data quality, shock interaction locations, and control surface separation regions. This analysis is a standard part of any experimental program at CUBRC, and this information was of key importance for post-test data quality analysis and understanding particular phenomena seen in the data. All work during this effort was sponsored and paid for by the NASA Space Shuttle Program Office at the Johnson Space Center in Houston, Texas.