385 research outputs found
Characterization of the bending stiffness of large space structure joints
A technique for estimating the bending stiffness of large space structure joints is developed and demonstrated for an erectable joint concept. Experimental load-deflection data from a three-point bending test was used as input to solve a closed-form expression for the joint bending stiffness which was derived from linear beam theory. Potential error sources in both the experimental and analytical procedures are identified and discussed. The bending stiffness of a mechanically preloaded erectable joint is studied at three applied moments and seven joint orientations. Using this technique, the joint bending stiffness was bounded between 6 and 17 percent of the bending stiffness of the graphite/epoxy strut member
Free vibration of hexagonal panels supported at discrete points
An analytical study to determine the structural dynamic behavior of a hexagonal panel with discrete simple supports is presented. These panels are representative of the facets of a precision reflector surface. The effects of both support point location and panel curvature on the lowest natural frequency of the panel are quantified and discussed
Structural analysis of three space crane articulated-truss joint concepts
Three space crane articulated truss joint concepts are studied to evaluate their static structural performance over a range of geometric design parameters. Emphasis is placed on maintaining the four longeron reference truss performance across the joint while allowing large angle articulation. A maximum positive articulation angle and the actuator length ratio required to reach the angle are computed for each concept as the design parameters are varied. Configurations with a maximum articulation angle less than 120 degrees or actuators requiring a length ratio over two are not considered. Tip rotation and lateral deflection of a truss beam with an articulated truss joint at the midspan are used to select a point design for each concept. Deflections for one point design are up to 40 percent higher than for the other two designs. Dynamic performance of the three point design is computed as a function of joint articulation angle. The two lowest frequencies of each point design are relatively insensitive to large variations in joint articulation angle. One point design has a higher maximum tip velocity for the emergency stop than the other designs
Design and Analysis of Tow-Steered Composite Shells Using Fiber Placement
In this study, a sub-scale advanced composite shell design is evaluated to determine its potential for use on a future aircraft fuselage. Two composite shells with the same nominal 8-ply [+/-45/+/-Theta](sub s) layup are evaluated, where Theta indicates a tow-steered ply. To build this shell, a fiber placement machine would be used to steer unidirectional prepreg tows as they are placed around the circumference of a 17-inch diameter right circular cylinder. The fiber orientation angle varies continuously from 10 degrees (with respect to the shell axis of revolution) at the crown, to 45 degrees on the side, and back to 10 degrees on the keel. All 24 tows are placed at each point on every fiber path in one structure designated as the shell with overlaps. The resulting pattern of tow overlaps causes the laminate thickness to vary between 8 and 16 plies. The second shell without tow overlaps uses the capability of the fiber placement machine to cut and add tows at any point along the fiber paths to fabricate a shell with a nearly uniform 8-ply laminate thickness. Issues encountered during the design and analysis of these shells are presented and discussed. Static stiffness and buckling loads of shells with tow-steered layups are compared with the performance of a baseline quasi-isotropic shell using both finite element analyses and classical strength of materials theory
Structurally adaptive space crane concept for assembling space systems on orbit
Many future human space exploration missions will probably require large vehicles that must be assembled on orbit. Thus, a device that can move, position, and assemble large and massive spacecraft components on orbit becomes essential for these missions. A concept is described for such a device: a space crane concept that uses erectable truss hardware to achieve high-stiffness and low-mass booms and uses articulating truss joints that can be assembled on orbit. The hardware has been tested and shown to have linear load-deflection response and to be structurally predictable. The hardware also permits the crane to be reconfigured into different geometries to satisfy future assembly requirements. A number of articulating and rotary joint concepts have been sized and analyzed, and the results are discussed. Two strategies were proposed to suppress motion-induced vibration: placing viscous dampers in selected truss struts and preshaping motion commands. Preliminary analyses indicate that these techniques have the potential to greatly enhance structural damping
Evaluation of a Highly Anticlastic Panel with Tow Overlaps
A rectangular, variable-stiffness panel with tow overlaps was manufactured using an advanced tow placement machine. The cured panel had large anticlastic imperfections, with measured amplitudes of over two times the average panel thickness. These imperfections were not due to the overall steered-fiber layup or the tow overlaps, but instead resulted from local asymmetries in the laminate that were caused by a manufacturing oversight. In the nominal panel layup, fiber angles vary linearly from 60 degrees on the panel axial centerline to 30 degrees on the parallel edges. A geometrically nonlinear analysis was performed with a -280 degree Fahrenheit thermal load to simulate the postcure cooldown to room temperature. The predicted geometric imperfections correlated well with the measured panel shape. Unique structural test fixtures were then developed which greatly reduced these imperfections, but they also caused prestresses in the panel. Surface imperfections measured after the panel was installed in the test fixtures were used with nonlinear finite element analyses to predict these fixturing-induced prestresses. These prestresses were also included in structural analyses of panel end compression to failure, and the analytical results compared well with test data when both geometric and material nonlinearities were included
Hardware-Based Non-Optimum Factors for Launch Vehicle Structural Design
During aerospace vehicle conceptual and preliminary design, empirical non-optimum factors are typically applied to predicted structural component weights to account for undefined manufacturing and design details. Non-optimum factors are developed here for 32 aluminum-lithium 2195 orthogrid panels comprising the liquid hydrogen tank barrel of the Space Shuttle External Tank using measured panel weights and manufacturing drawings. Minimum values for skin thickness, axial and circumferential blade stiffener thickness and spacing, and overall panel thickness are used to estimate individual panel weights. Panel non-optimum factors computed using a coarse weights model range from 1.21 to 1.77, and a refined weights model (including weld lands and skin and stiffener transition details) yields non-optimum factors of between 1.02 and 1.54. Acreage panels have an average 1.24 non-optimum factor using the coarse model, and 1.03 with the refined version. The observed consistency of these acreage non-optimum factors suggests that relatively simple models can be used to accurately predict large structural component weights for future launch vehicles
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