Calibrating a finite element model to test data is often required to accurately characterize a joint, predict its dynamic behavior, and determine fastener fatigue life. In this work, modal testing, model calibration, and fatigue analysis are performed for a bolted structure, and various joint modeling techniques are compared. The structure is designed to test a single bolt to fatigue failure by utilizing an electrodynamic modal shaker to axially force the bolted joint at resonance. Modal testing is done to obtain the dynamic properties, evaluate finite element joint modeling techniques, and assess the effectiveness of a vibration approach to fatigue testing of bolts. Results show that common joint models can be inaccurate in predicting bolt loads, and even when updated using modal test data, linear structural models alone may be insufficient in evaluating fastener fatigue.
Fluid-structure interactions were studies on a 7° half-angle cone in the Sandia Hypersonic Wind Tunnel at Mach 5 and 8 and in the Purdue Boeing/AFOSR Mach 6 Quiet Tunnel. A thin composite panel was integrated into the cone and the response to boundary-layer disturbances was characterized by accelerometers on the backside of the panel. Here, under quiet-flow conditions at Mach 6, the cone boundary layer remained laminar. Artificially generated turbulent spots excited a directionally dependent panel response which would last much longer than the spot duration.
Fluid-structure interactions were studied on a 7 * half-angle cone in the Sandia Hypersonic Wind Tunnel at Mach 8 over a range of freestream Reynolds numbers b etween 3 . 3 and 14 . 5 x 10 6 / m . A thin panel with tunable structural natural frequencies was integrated into the cone and exposed to naturally developing boundary layers. An elevated panel re sponse was measured during boundary- layer transition at frequencies corresponding to the turbu lent burst rate, and lower vibrations were measured under a turbulent boundary layer. Controlled pert urbations from an electrical discharge were then introduced into the boundary layer at varying freq uencies corresponding to the struc- tural natural frequencies of the panel. The perturbations w ere not strong enough to drive a panel response exceeding that due to natural transition. Instead at high repetition rates, the perturber modified the turbulent burst rate and intermittency on the co ne and therefore changed the condi- tions for when an elevated transitional panel vibration res ponse occurred. Studies were also conducted in the Boeing/AFOSR Mach 6 Quiet Tunnel at Purdue University. Under quiet flow, natural transition does not occur, and the c ontrolled perturbations are the only disturbance source. A clear panel response to turbulent spo ts created by the controlled pertur- bations was observed at varying frequencies of spot generat ion. The quiet-flow measurements confirm the clear relationship between turbulent spot passa ge and panel vibration.
Fluid–structure interactions that occur during aircraft internal store carriage were experimentally explored at Mach 0.58–1.47 using a generic, aerodynamic store installed in a rectangular cavity having a length-to-depth ratio of seven. The store vibrated in response to the cavity flow at its natural structural frequencies, and it exhibited a directionally dependent response to cavity resonance frequencies. Cavity tones excited the store in the streamwise and wall-normal directions consistently, whereas the spanwise response to cavity tones was much more limited. Increased surface area associated with tail fins raised vibration levels. The store had interchangeable components to vary its natural frequencies by about 10–300 Hz. By tuning natural frequencies, mode-matched cases were explored where a prominent cavity tone frequency matched a structural natural frequency of the store. Mode matching in the streamwise and wall-normal directions produced substantial increases in peak store vibrations, though the response of the store remained linear with dynamic pressure. Near mode-matched frequencies, changes in cavity tone frequencies of only 1% altered store peak vibrations by as much as a factor of two. In conclusion, mode matching in the spanwise direction did little to increase vibrations.
Fluid-structure interactions that occur during aircraft internal store carriage were experimentally explored at Mach 0.58-1.47 using a generic, aerodynamic store installed in a rectangular cavity having a length-To-depth ratio of seven. The store vibrated in response to the cavity flow at its natural structural frequencies, and it exhibited a directionally dependent response to cavity resonance frequencies. Cavity tones excited the store in the streamwise and wall-normal directions consistently, whereas the spanwise response to cavity tones was much more limited. Increased surface area associated with tail fins raised vibration levels. The store had interchangeable components to vary its natural frequencies by about 10-300 Hz. By tuning natural frequencies, mode-matched cases were explored where a prominent cavity tone frequency matched a structural natural frequency of the store. Mode matching in the streamwise and wall-normal directions produced substantial increases in peak store vibrations, though the response of the store remained linear with dynamic pressure. Near mode-matched frequencies, changes in cavity tone frequencies of only 1% altered store peak vibrations by as much as a factor of two. Mode matching in the spanwise direction did little to increase vibrations.
Experiments were performed to understand the complex fluid-structure interactions that occur during aircraft internal store carriage. A cylindrical store was installed in a rectangular cavity having a length-to-depth ratio of 3.33 and a length-to-width ratio of 1. The Mach number ranged from 0.6 to 2.5 and the incoming boundary layer was turbulent. Fast-response pressure measurements provided aeroacoustic loading in the cavity, while triaxial accelerometers provided simultaneous store response. Despite occupying only 6% of the cavity volume, the store significantly altered the cavity acoustics. The store responded to the cavity flow at its natural structural frequencies, and it exhibited a directionally dependent response to cavity resonance. Specifically, cavity tones excited the store in the streamwise and wall-normal directions consistently, whereas a spanwise response was observed only occasionally. The streamwise and wall-normal responses were attributed to the longitudinal pressure waves and shear layer vortices known to occur during cavity resonance. Although the spanwise response to cavity tones was limited, broadband pressure fluctuations resulted in significant spanwise accelerations at store natural frequencies. The largest vibrations occurred when a cavity tone matched a structural natural frequency, although energy was transferred more efficiently to natural frequencies having predominantly streamwise and wall-normal motions.