Updating Turbine Blade FE Model Considering the Modal Parameters Scatter

Finite element analysis model is the discretion and simplification of actual structure. Due to some uncertain factors in the process of modeling, such as element type, material properties, geometric shape, the uncertainty of boundary conditions and so on, the finite element analysis model tends to have certain error, which will affect the accuracy of the analysis results. Therefore, model updating and validation are needed to improve the accuracy and reliability of the model. Model updating method based on the first-order optimization was employed to update finite element models referring to experimental modal parameters in the paper. Taking an aero-engine simulation casing as the research object, modal test was carried out to obtain experimental modes. Then the finite element software was used to calculate the corresponding modal parameters. The calculated modal parameters were compared with the experimental ones. As the calculated results obtained by the finite element method may be not so accurate, the test modal data was utilized to update the finite element model, and the modal parameters were selected as references for optimization. With the correction of elastic moduli in each part of the finite element model, modal parameters of the updated finite element model were obtained, and modes of the revised model were in good agreement with the experimental modal parameters. The modal frequency differences between the calculated and experimental results were significantly reduced and the modal shapes of them were identical. The results demonstrated that model updating method based on the correction of elastic modulus is feasible and suitable for the accurate finite element modeling of large and complex structures in engineering.

The variation in elastic modulus throughout the compression of foam materials

This paper mainly studies the finite element modeling problem of frame type high precision adjustment structure. According to the various parameters provided in the simulation analysis software, three different finite element models of the focusing mechanism are established. The first two models are to set the contact mode to bonded contact and no separation contact respectively, and the third model set the contact as a cylindrical pair. Firstly, the static analysis of the three models is carried out to obtain the deformation of the guide rail and the support bar, and then the modal analysis is performed to obtain the first six natural frequencies of the structure. Then the model is simplified, and the maximum deformation calculated by the mechanical method is compared with the deformation value obtained by the finite element. It is verified that the third model is more accurate. Finally, the modal experiment is carried out on the structure to obtain the experimental modal parameters. Finally, the theoretical modal parameters and the experimental modal parameters are compared. It is verified that the model analysis result by processing the contact surface into the cylindrical pair is more accurate and can well reflect the actual situation of the structure.

Tremendous scatter exists in the reported values for the elastic modulus of rhenium at high temperatures (0.3Tm 0.7Tm) where creep becomes nonneglible. Most of the reported modulus values were based on the initial slope of the stress strain curves from uni-axial tensile tests. This paper presents the results of an analysis of high temperature tensile testing of rhenium. A rhenium creep model was developed based on a conglomeration of previously published creep data for several material forms. Estimated stress strain curves are presented for typical tensile test conditions at high temperatures based on the creep model. Effects of variations in test temperature, strain rate, and elastic modulus are examined. At high temperature (2300K), creep effects dominate the rhenium tensile tests. Analysis results indicate that at high temperature (2300K) the stressstrain curves are dominated by strain rate and are relatively insensitive to variations in the elastic modulus.

Accurate representation of bolted joints in the finite element (FE) model of a built-up structure is a crucial factor in ensuring the accuracy and reliability of the dynamic behaviour prediction of the structure. Modelling of bolted joints in industrial structures has not been widely and thoroughly studied, especially in the dynamic response of the bolted joint itself. The aim of this work is to investigate several flexibility formulae for the calculation of the stiffnesses of CBUSH elements for the modelling of the bolted joints. The flexibility formulae used in this work are attributed to Huth, Tate & Rosenfeld, Boeing, Swift and Grumman. The results of the normal modes analysis of the FE models with different flexibility formulae were compared with those obtained from the experimental modal analysis (EMA). EMA was performed to measure the natural frequencies and mode shapes of the structure with bolted joints. The total errors calculated from the comparisons between FE and EMA were recorded for all flexibility formulae. The results of the investigation demonstrated that there are noticeable variations in the total errors recorded using different flexibility formulas for the CBUSH element representing the bolts in the FE model of the structure with bolted joints. It was found that the Swift’s flexibility formula is the most appropriate for the prediction of the natural frequencies of the structure with bolted joints.Accurate representation of bolted joints in the finite element (FE) model of a built-up structure is a crucial factor in ensuring the accuracy and reliability of the dynamic behaviour prediction of the structure. Modelling of bolted joints in industrial structures has not been widely and thoroughly studied, especially in the dynamic response of the bolted joint itself. The aim of this work is to investigate several flexibility formulae for the calculation of the stiffnesses of CBUSH elements for the modelling of the bolted joints. The flexibility formulae used in this work are attributed to Huth, Tate & Rosenfeld, Boeing, Swift and Grumman. The results of the normal modes analysis of the FE models with different flexibility formulae were compared with those obtained from the experimental modal analysis (EMA). EMA was performed to measure the natural frequencies and mode shapes of the structure with bolted joints. The total errors calculated from the comparisons between FE and EMA were recorded for all fle...

It has been hypothesized that a major objective of morphological adaptation in limb-bone diaphyses is the achievement of uniform regional safety factors between discrete cortical locations (e.g. between cranial and caudal cortices at mid-diaphysis). This hypothesis has been tested, and appears to be supported in the diaphyses of ovine and equine radii. The present study more rigorously examined this question using the equine third metacarpal (MC3), which has had functionally generated intracortical strains estimated by a sophisticated finite element model. Mechanical properties of multiple mid-diaphyseal specimens were evaluated in both tension and compression, allowing for testing of habitually tensed or compressed regions in their respective habitual loading mode ("strain-mode-specific" loading). Elastic modulus, and yield and ultimate strength and strain, were correlated with in vivo strain data from a previously published finite element model. Mechanical tests revealed minor variations in elastic modulus, and yield and ultimate strength in both tension and compression loading, while physiological strains varied significantly between the cortices. Contrary to the hypothesis of uniform safety factors, the MC3 has a broad range of tension (caudo-medial, 4.0; cranio-lateral, 37.7) and compression (caudo-medial, 5.7; cranio-lateral, 68.9) safety factors.

When designing a tire, a good contact pressure distribution and a good contact area are necessary. The contact pressure and contact area are determined by tire material and structure, but there is few public researches on these. So, in this article, tire material properties’ influence on tire/road contact pressure and area are analyzed by using finite element method. The results show that there are ten rubber materials have negative correlation with contact pressure, the most effective material is tread rubber; there are four rebar materials have positive relation with contact pressure, the major is the first belt rebar. But they are different in contact area: the most effective rebar to contact area is bead rebar. The positive and negative effect factors and the effect coefficients are obtained for the seventeen rubber materials and seven rebar materials in tire about contact pressure and contact area. That has an important guidance on tire design and engineering applications.

Simulation studies, such as finite element (FE) modeling, provide insight into knee joint mechanics without patient involvement. Generic FE models mimic the biomechanical behavior of the tissue, but overlook variations in geometry, loading, and material properties of a population. Conversely, subject-specific models include these factors, resulting in enhanced predictive precision, but are laborious and time intensive. The present study aimed to enhance subject-specific knee joint FE modeling by incorporating a semi-automated segmentation algorithm using a 3D Swin UNETR for an initial segmentation of the femur and tibia, followed by a statistical shape model (SSM) adjustment to improve surface roughness and continuity. For comparison, a manual FE model was developed through manual segmentation (i.e., the de-facto standard approach). Both FE models were subjected to gait loading and the predicted mechanical response was compared. The semi-automated segmentation achieved a Dice similarity coefficient (DSC) of over 98% for both the femur and tibia. Hausdorff distance (mm) between the semi-automated and manual segmentation was 1.4 mm. The mechanical results (max principal stress and strain, fluid pressure, fibril strain, and contact area) showed no significant differences between the manual and semi-automated FE models, indicating the effectiveness of the proposed semi-automated segmentation in creating accurate knee joint FE models. We have made our semi-automated models publicly accessible to support and facilitate biomechanical modeling and medical image segmentation efforts (https://data.mendeley.com/datasets/k5hdc9cz7w/1).

Composite fan blades are more and more common both in aviation and ground applications. This work aims to characterize the vibration parameters of plastic blades installed in a wind tunnel fan by a non-contact method, namely blade tip timing (BTT). Blade dynamics was predicted with finite element modelling (FEM) and confirmed experimentally by tip timing measurements and analysis of data. BTT results were acquired and compared in two different configurations. A good agreement between predicted and measured frequency values was obtained for the fundamental mode. Significant differences were observed for the second and third modes due to material anisotropy and contact effects which could not be modelled because necessary material data were unavailable.

In various applications it is important to determine dynamically equivalent spatial finite element (FE) model of complex structures. For instance, obtaining the FE model of an existing aerospace structure is a major requirement for reliable aeroelastic analysis. In such applications a reliable FE model may not be always available, and when this is so a dynamically equivalent FE model derived from modal test will be very useful. This paper presents a noble method to determine spatial FE model of a structure by using experimentally measured modal data along with the connectivity information of measurement points. The method is based on the mass and stiffness orthogonality equations written using experimentally determined mode shapes and natural frequencies. These equations are solved for geometric and material properties constituting global spatial mass and stiffness matrices of an initial FE model. Starting from this initial FE model, mass and stiffness orthogonality equations are updated iteratively employing experimentally obtained natural frequencies and corresponding eigenvectors from the FE model. Iterations are continued until eigensolution of the updated FE model closely correlates with experimentally measured modal data. A simulated case study on GARTEUR scaled aircraft model is presented in order to demonstrate the applicability of the method.

Modal analysis is an approach to determine the dynamic behavior of a structure through numerical analysis or experimental approach. Nowadays, numerical analysis has been preferred by most researchers and engineers compared to experimental analysis to analyze the structure due to expenditure and time consuming factors of the research. Recently, numerical analysis is done computationally or well known as Finite Element Analysis (FEA) by using finite element (FE) model to replicate the real test structure. Instead of advantage of FE analysis, the trustworthiness of FE model has been questioned since simplification has been made during design stage for complex structure and inaccurate of geometry input of the model. Hence, this paper is carried out to reduce the discrepancies between numerical prediction results with measured test data on FE model of exhaust structure by implementing FE model updating using SOL200 algorithm. Initially, the FE model is running on normal mode analysis SOL103 to extract the modal parameters such as natural frequency and mode shape. Then, the numerical pre-diction result has been correlated and validated with measured test data obtained through Experimental Modal Analysis (EMA). Due to disagreement between numerical result and experimental data in correlation process, the FE model has been updated using SOL200 algorithm. The percentage error between numerical prediction result and measured test data is minimized from 5.67 to 3.23% after been updated. It’s shown the capability SOL200 algorithm in preparing the reliable FE model before been used for further analysis such as structural dynamic modification.KeywordsDynamic studyJoints strategyFinite element analysisExperimental modal analysisFE model updating

Tractors play a crucial role in alleviating the workload of farmers across various agricultural processes, including land preparation, seed sowing, pest control, and harvesting. However, the direct contact of tractor tires with the soil often results in soil compaction, which adversely affects soil quality. A common approach to mitigate soil compaction is to lower the inflation pressure of agricultural tires, as this increases the tire's contact area and distributes the load more evenly. Nonetheless, reduced inflation pressure decreases the tire's vertical stiffness, thereby elevating the risk of tire damage. This study investigates the effects of inflation pressure on tractor tires by employing the finite element method (FEM) to model their composite structure. The study utilized a composite finite element (FE) modeling technique, demonstrating high accuracy when compared to experimental tire compression tests. An image processing technique was also applied to validate the tire footprint model. The developed FE model exhibited an average error of 8.62% and was subsequently used to examine the effects of inflation pressure, resulting in the creation of a characteristic chart that provides farmers with practical guidance for maintaining optimal tire pressure to ensure efficient operation in cultivated fields.

Gas turbines are of great importance in industry. In the turbine section within a jet engine, thermal barrier coatings (TBCs) are utilized to protect the metal turbine blades, thus improve the efficiency of engine. However, this coating is extremely vulnerable to attack by injected particulates. This ingested particulate is often referred to as "CMAS" (Calcia-Magnesia-Alumina-Silica). Among all the CMAS materials, Volcanic Ash (VA) is the most common type which aeroengines may encounter during the flight. This type of CMAS material would melt in the combustion section by ultra high temperature and then impact the turbine blades with relatively high speed. Some of the particles would then stick on and bond with the TBC, thus cause degradation of the protecting coating. In this way, the jet engine would be permanently damaged. In the recent years, experiments have been done by different researchers to elaborate the effect of CMAS materials on TBCs. However, there is still a lack of knowledge in the bonding mechanism and physical adhesion between the CMAS particles (especially VA particles) and the substrate. A study of VA particle impingement is required in order to understand particle impingement, phase transition and heat transfer, bonding mechanism and splat morphology in detail. In this research, experiments were carried at Cambridge University, by Prof. Trevor William Clyne, Dr. James Dean and Dr. Catalina Taltavull to reproduce the VA-substrate impingement in jet engine. A Vacuum Plasma Spray (VPS) system was utilized to create a high-temperature, high-velocity flow field. Different types of Volcanic Ashes (VAs) were introduced into the experimental set-up. Sticking rate, Scanning Electron microscope (SEM) micrographs of deposition morphology were examined and collected. Chapter 3 elaborates the details of this experiment set-up and data collected from the experiment. This experiment set-up is utilized by the author for building numerical models and the result of this experiment is used to validate the numerical models. Three numerical models were built to perform a systematic study. Firstly, in Chapter 4, a Computational Fluid Dynamic (CFD) model was created to simulate the steady-state of the VPS flow field. The Discrete Particle Method (DPM) model was then utilized to simulate the injection of volcanic ash particles. After calculating the BI number, non-isothermal effects within the ceramic particles were simulated by introducing the heat transfer function by a user-defined function (UDF). This model gives the temperature gradient within and velocity of the in-flight VA particles at any time during the spray. It is shown that small particles (diameter < $10____ ____mu m$) would easily be melted and reach the iso-thermal state. However, these particles would be largely influenced by the flow field thus bypass the turbine blades. The large particles (diameter > $50____ ____mu m$) would easily impact the turbine blades, but would remain unmelted due to the large grain size. It is concluded that VA particles with diameter of $15____ ____mu m$ to $40____ ____mu m$ are the most "dangerous" particles, because these particles have both relatively high possibility to be melted, and high possibility to impact thus adhere on the substrate. Second of all in Chapter 5, systematic study of Yttria-stabilized Zirconia (YSZ) particle impingement and deposition on stainless steel in thermal spray process has been performed. A Coupled Eulerian and Lagrangian model was developed. This model contributes to simulate the process of semi-molten particle impact. By utilizing this model, both the large deformation of liquid part and the plastic deformation of the solid part could be extracted. One fully molten and two semi-molten(solid core with liquid shell and solid shell with liquid core) cases were studied. The results of the numerical model matches well with the experiment and analytical data. Interest parameters such as velocity, temperature, fraction of liquid part were varied. The contact area, splat morphology and local contact temperature were collected and studied. It is shown that, the larger the liquid fraction is, the larger the contact area would be. Moreover, effect of roughness of substrate is also studied. It is suggested that substrate roughness whose average asperity size is higher than the 1/10 of particle size is beneficial for adhesion. Third of all in Chapter 6, in order to simulate the impact for high-viscosity glass-state ceramic particles, Smoothed Particle Hydrodynamic (SPH) model was built. For high/ultra viscosity cases, traditional CFD method and Finite Element Method (FEM) would be extremely slow. SPH model transfers the Eulerian equations into Lagrangian equations. By utilizing this method, computational resources could be saved, and high viscosity impact could be simulated. The SPH algorithm was coded and equations for heat transfer was introduced to simulate the solidification of liquid. Systematic study were performed by utilizing this model. Viscosity, contact angle, velocity of particles were varied. Contact area, splat morphology and solidification at the contact area were examined. It is shown that, large contact angle would result in large contact area. However, particles impingement with low viscosity and high contact angle could result in the break up of the particles. The similar phenomena could be seen in experiment - small particles have lower viscosity and are approaching the substrate with a large contact angle. Therefore, the deposition of these types of particles show an obvious evidence of break up and oblique impact.

The object of research is cured thermosetting epoxy polymer and FRP on the base of the same polymer matrix. The purpose of this research is to develop the finite element (FE) method in the modeling of cured thermosetting polymers and FRPs to predict their mechanical and thermal properties. The structural mathematical modeling with subsequent computer FE modeling was performed. The results of FE modeling were compared with the experimental data of cured polymer's and FRP's tensile strength and deformations under mechanical load at different temperatures. The design of the polymer's FE model was based on the tetrahedral supramolecular structure and then transformed into FRP's model by integrating glass fiber rods. Using the structural density as the structure model's parameter, the relative size and disposition of the finite elements were determined. The viscoelastic properties are set in the model by regulating the structural density and compressive/tensile properties of joints. The long-term plastic deformation and stress relaxation were determined as the result of the supramolecular structure's inner shearing with the decrease of its structural density. The FE models of the cured epoxy polymer and FRP were developed, making it possible to predict short-term and long-term deformations under load with high accuracy considering the temperature factor.

Skull stiffness of children is of great significance to protect brain tissues during traffic accidents. In this paper, the effects of skull stiffness on traumatic brain injury (TBI) are investigated by using a validated 6-year-old child head finite element (FE) model according to Chinese standard GB/T 24550-2009 Results showed that the HIC value, intracranial pressure, Von Mises stress and shear strain of brain tissue increased with the decrease of skull stiffness during the impact of FE model with engine hood. Therefore, the injury risk of the child head decreases with the increase of skull stiffness. And the skull with higher stiffness can provide a better protection for brain tissues during traffic accidents.