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The contract has been revised. Under the revised scope of work a reduced order model has been developed that can be used to predict the steady-state response of mistuned bladed disks. The approach has been implemented in a computer code, LMCC. It is concluded that: the reduced order model displays structural fidelity comparable to that of a finite element model of an entire bladed disk system with significantly improved computational efficiency; and, when the disk is stiff, both the finite element model and LMCC predict significantly more amplitude variation than was predicted by earlier models. This second result may have important practical ramifications, especially in the case of integrally bladed disks.
The effectiveness of viscous elements in introducing damping in a structure is a function of several variables, including their number, their location in the structure, and their physical properties. This paper addresses the questions of the placement of these elements and the selection of their physical parameters via optimization techniques.
Vibrations generated by machine driveline components can cause excessive noise and structural damage. Magnetostrictive materials, including Galfenol (iron-gallium alloys) and Terfenol-D (terbium-iron-dysprosium alloys), are able to convert mechanical energy to magnetic energy. A magnetostrictive vibration ring is proposed, which generates electrical energy and dampens vibration, when installed in a machine driveline. A 2D axisymmetric finite element (FE) model incorporating magnetic, mechanical, and electrical dynamics is constructed in COMSOL Multiphysics. Based on the model, a parametric study considering magnetostrictive material geometry, pickup coil size, bias magnet strength, flux path design, and electrical load is conducted to maximize loss factor and average electrical output power. By connecting various resistive loads to the pickup coil, the maximum loss factors for Galfenol and Terfenol-D due to electrical energy loss are identified as 0.14 and 0.34, respectively. The maximum average electrical output power for Galfenol and Terfenol-D is 0.21 W and 0.58 W, respectively. The loss factors for Galfenol and Terfenol-D are increased to 0.59 and 1.83, respectively, by using an L-C resonant circuit.
A novel mechanism called the vibration ring is being developed to enable energy conversion elements to be incorporated into the driveline of a helicopter or other rotating machines. Unwanted vibration is transduced into electrical energy, which provides a damping effect on the driveline. The generated electrical energy may also be used to power other devices (e.g., health monitoring sensors). PZT (piezoceramic) and PMN-30PT (single crystal) stacks, as well as a Tb_0.3 Dy_0.7 Fe_1.92 (Terfenol-D) rod with a bias magnet array and a pickup coil, were tested as alternative energy conversion elements to use within the vibration ring. They were tuned for broadband damping using shunt resistors, and dynamic compression testing was conducted in a high-speed load frame. Energy conversion was experimentally optimized at 750Hz by tuning the applied bias stress and resistance values. Dynamic testing was conducted up to 1000Hz to determine the effective compressive modulus, shunt loss factor, internal loss factor, and total loss factor. Some of the trends of modulus and internal loss factor versus frequency were unexplained. The single crystal device exhibited the greatest shunt loss factor whereas the Terfenol-D device had the highest internal and total loss factors. Simulations revealed that internal losses in the Terfenol-D device were elevated by eddy current effects, and an improved magnetic circuit could enhance its shunt damping capabilities. Alternatively, the Terfenol-D device may be simplified to utilize only the eddy current dissipation mechanism (no pickup coil or shunt) to create broadband damping.
A novel mechanism called the vibration ring is being developed to enable energy conversion elements to be incorporated into the driveline of a helicopter or other rotating machines. Unwanted vibration is transduced into electrical energy, which provides a damping effect on the driveline. The generated electrical energy may also be used to power other devices (e.g., health monitoring sensors). PZT (piezoceramic) and PMN-30%PT (single crystal) stacks, as well as a Tb_0.3 Dy_0.7 Fe_1.92 (Terfenol-D) rod with a bias magnet array and a pickup coil, were tested as alternative energy conversion elements to use within the vibration ring. They were tuned for broadband damping using shunt resistors, and dynamic compression testing was conducted in a high-speed load frame. Energy conversion was experimentally optimized at 750Hz by tuning the applied bias stress and resistance values. Dynamic testing was conducted up to 1000Hz to determine the effective compressive modulus, shunt loss factor, internal loss factor, and total loss factor. Some of the trends of modulus and internal loss factor versus frequency were unexplained. The single crystal device exhibited the greatest shunt loss factor whereas the Terfenol-D device had the highest internal and total loss factors. Simulations revealed that internal losses in the Terfenol-D device were elevated by eddy current effects, and an improved magnetic circuit could enhance its shunt damping capabilities. Alternatively, the Terfenol-D device may be simplified to utilize only the eddy current dissipation mechanism (no pickup coil or shunt) to create broadband damping.
This paper focuses specifically on passive structural damping with the goal to lower the control demand on active optics.
A lumped parameter method, implemented on a VAX 11/780 computer shows that the primary parameters affecting the performance of the friction damper of the first stage turbine of the SSME high pressure fuel pump are: the damper-blade coefficient of friction; the normal force applied to the friction interface; the amplitude of the periodic forcing function; the relative phase angle of the forcing functions for adjacent blades bridged by a damper (effectively, the engine order of the forcing function); and the amount of hysteretic damping that acts to limit the vibration amplitude of the blade in its resonance modes. The low order flexural resonance vibration modes of HPFTP blades without dampers, with production dampers, and with two types of lightweight experimental dampers were evaluated in high speed spin pit tests. Results agree with those of the analytical study in that blades fitted with production friction dampers experienced the airfoil-alone flexural resonance mode, while those without dampers or with lighter weight dampers did not. No blades fitted with dampers experienced the whole blade flexural resonance mode during high speed tests, while those without dampers did.
An elastomer damper was designed, tested, and compared with the performance of a hydraulic damper for a power transmission shaft. The six button Viton-70 damper was designed so that the elastomer damper or the hydraulic damper could be activated without upsetting the imbalance condition of the assembly. This permitted a direct comparison of damper effectiveness. The elastomer damper consistently performed better than the hydraulic mount and permitted stable operation of the power transmission shaft to speeds higher than obtained with the squeeze film damper. Tests were performed on shear specimens of Viton-79, Buna-N, EPDM, and Neoprene to determine performance limitations imposed by strain, temperature, and frequency. Frequencies of between 110 Hz and 1100 Hz were surveyed with imposed strains between 0.0005 and 0.08 at temperatures of 32 C, 66 C, and 80 C. A set of design curves was generated in a unified format for each of the elastomer materials.
The performance of potential passive damping concepts is investigted for a long tubular aluminum alloy member, and a two-bar grillage structure. The members are restrained partially at the ends and are of the type being considered by NASA for possible use in the construction of a future space station. Four different passive damping concepts are studied and include nylon brush, wool swab, copper brush, and silly putty in chamber dampers. Both free and forced vibration tests are conducted. It is found that the silly putty in chamber damper concept provides considerably greater passive damping as compared to that of the other three concepts. For the grillage natural vibration, a five wool swab damper configuration provides greater damping than the five silly putty dampers in chamber configuration. Due to the constrained motion imposed by the vibrator used in the tests, the effectiveness of the passive dampers could not be adequately evaluated for the individual member. However, it is found that for the grillage under forced vibration, the five silly putty dampers in chamber damper configuration provides very effective passive damping although only at and around the resonant frequency. At resonance, these dampers provide a 51 percent reduction in the dynamic magnification factor for this case.
NASA design teams have been investigating options for "detuning" Ares I to prevent oscillations originating in the vehicle solid-rocket main stage from synching up with the natural resonance of the rest of the vehicle. An experimental work started at NASA MSFC center in 2008 using a damping device showed great promise in damping the vibration level of an 8 resonant tank. However, the mechanisms of the vibration damping were not well understood and there were many unknowns such as the physics, scalability, technology readiness level (TRL), and applicability for the Ares I vehicle. The objectives of this study are to understand the physics of intriguing slosh damping observed in the experiments, to further validate a Computational Fluid Dynamics (CFD) software in propellant sloshing against experiments with water, and to study the applicability and efficiency of the slosh damper to a full scale propellant tank and to cryogenic fluids. First a 2D fluid-structure interaction model is built to model the system resonance of liquid sloshing and structure vibration. A damper is then added into the above model to simulate experimentally observed system damping phenomena. Qualitative agreement is found. An analytical solution is then derived from the Newtonian dynamics for the thrust oscillation damper frequency, and a slave mass concept is introduced in deriving the damper and tank interaction dynamics. The paper will elucidate the fundamental physics behind the LOX damper success from the derivation of the above analytical equation of the lumped Newtonian dynamics. Discussion of simulation results using high fidelity multi-phase, multi-physics, fully coupled CFD structure interaction model will show why the LOX damper is unique and superior compared to other proposed mitigation techniques.
Mechanical Design Handbook for Elastomers reviews state of art in elastomer-damper technology with particular emphasis on applications of highspeed rotor dampers. Self-contained reference but includes some theoretical discussion to help reader understand how and why dampers used for rotating machines. Handbook presents step-by-step procedure for design of elastomer dampers and detailed examples of actual elastomer damper applications.
Potential passive damping concepts for use in space structures are identified. The effectiveness of copper brush, wool swab, and silly putty in chamber dampers is investigated through natural vibration tests on a tubular aluminum member. The member ends have zero translation and possess partial rotational restraints. The silly putty in chamber dampers provide the maximum passive damping efficiency. Forced vibration tests are then conducted with one, two, and three damper chambers containing silly putty. Owing to the limitation of the vibrator used, the performance of these dampers could not be evaluated experimentally until the forcing function was disengaged. Nevertheless, their performance is evaluated through a forced dynamic finite element analysis conducted as a part of this investigation. The theoretical results based on experimentally obtained damping ratios indicate that the passive dampers are considerably more effective under member natural vibration than during forced vibration. Also, the maximum damping under forced vibration occurs at or near resonance.
Diaphragm spring clutch mechanism is used in testing the relative merits of eddy-current and hysteresis dampers. The dampers are alternately coupled to a single damping boom shaft. The floating clutch mechanism enables the inoperative damper to remain completely isolated from the damping boom shaft during test of the other damper.
A bearing damper, operating on the support flexure of a pivoted pad in a tilting-pad type gas-lubricated journal bearing, has been designed, built, and tested under externally-applied random vibrations. The NASA Brayton Rotating Unit (BRU), a 36,000 rpm, 10-Kwe turbogenerator had previously been subjected in the MTI Vibration Test Laboratory to external random vibrations, and vibration response data had been recorded and analyzed for amplitude distribution and frequency content at a number of locations in the machine. Based on data from that evaluation, a piston-type damper was designed and developed for each of the two flexibly-supported journal bearing pads (one in each of the two three-pad bearings). A modified BRU, with dampers installed, has been re-tested under random vibration conditions. Root-mean-square vibration amplitudes were determined from the test data, and displacement power spectral density analyses have been performed. Results of these data reduction efforts have been compared with vibration tolerance limits. Results of the tests indicate significant reductions in vibration levels in the bearing gas-lubricant films, particularly in the rigidly-mounted pads. The utility of the gas-lubricated damper for limiting rotor-bearing system vibrations in high-speed turbomachinery has thus been demonstrated.