MODELING AND ANALYSIS OF STIFFENED PANEL IN AIRCRAFT WING

TORSIONAL BOX

A PROJECT REPORT

Submitted by

JINTO ANTONY (83310141003)

NAGARAJAN.S (83310141501)
VIJI.S (83310141004)

in partial fulfillment for the award of the degree

of

BACHELOR OF ENGINEERING

IN

AERONAUTICAL ENGINEERING

PARISUTHAM INSTITUE OF TECHNOLOGY AND SCIENCE,

THANJAVUR

ANNA UNIVERSITY::CHENNAI 600025

APRIL 2014

ANNA UNIVERSITY: CHENNAI 600025

 BONAFIDE CERTIFICATE

Certified that this project report MODELING AND ANALYSIS OF STIFFENED

PANEL IN AIRCRAFT WING TORSIONAL BOX
is the bonafide work of JINTO ANTONY, NAGARAJAN.S,VIJI.S..
who carried out the project work under my supervision.

<<Signature of the Head of the Department>><<Signature of the Supervisor>>

SIGNATURE SIGNATURE
<<Name>> <<Name>>
HEAD OF THE DEPARTMENT SUPERVISOR
<<Academic Designation>>
<<Department>><<Department>>
<<Full address of the Dept & College >><<Full address of the Dept & College >>
 ACKNOWLEDGEMENT

We would like to thank Anthonisami, Chairman, Parisutham Institute of

Technology and Science for giving such a chance to take up this project.

We would like to thank the management of our college, the Dean and our beloved
Principal, Mrs. J. Nirmala, for all her support and words of wisdom.

We sincerely thank Dr. Asokan, Director and Head of the Department of

Aeronautical Engineering for encouraging us during the course of this project.

I would like to express my ffruitful thanks and gratitude to my internal supervisor

Ms. E. Indhumathi, Assistant professor , department of aeronautical engineering ,for
no work of this magnitude could have been accomplished without her guidance,
valuable suggestions, constant encouragement and critical evaluation. I would like to
record my deep sense of gratitude and indebtedness to her.

We would like to extent our sincere thanks to Project Coordinator,

Mr. Calin shabu , Assistant Professor, for giving us the required details

I express my heartfelt thanks to our Staff member Mr. Anbarsan ,Assistant

Professor, Department of aeronautical engineering, Parisutham Institute of
Technology and Science, Thanjavur.

We extend our deep sense of gratitude to all staff members of our Aeronautical
Department and parents for helping us to complete all our goals successfully.
 ABSTRACT

Stiffened panel is a component in aircraft that is used to fasten the stiffener and

the skin. These are the components that carry and allocate the loads throughout the

surface of the fuselage or the wing. When we consider the issue i.e. resistance of

theaircrafts skin towards the loads applied on it, due tofrailty the aircraft skin is

easily deformed. In order to solve this problem we designed a stiffened panel which

can endure to deflection and stress levels. By changing the stiffened panel sections

and by changing the material, theaircraft skin can withstand the deformation.

Structural weight has always been important in aircraft manufacturing industry. The

design of skin stringer panels forms an important and major portion of wing box

design. So we designed an I-section,T- section,HAT Section,C section stiffened panel

in CATIA and Meshing in Hyper mesh and Analysis is done in ANSYS. We

considered threetypes of analysis in ANSYS, Modal analysis, Static analysis,

Harmonic analysisand buckling analysis respectively and also we considered two

materials, one is aluminum and the other is carbon fiber. Aluminum is the common

element used in the design of aircraft, but Carbon fiber is recently being used in

aircrafts.
 ABBREVATION

Abbreviation Description

CFRP carbon fiber reinforced plastic AFRP

aluminium fibre reinforced plastics
GFRP graphite epoxy or boron epoxy

density

modulus of elasticity

resulting Poisson's ratio

transverse strain

axial strain
 1.INTRODUCTION

Generally in aircrafts there are two types of structures Monocoque and Semi
Monocoque. Monocoque structure is a structural approach that supports loads through
an object's external skin, where as the semi Monocoque system uses\a substructure to
which the airplanes skin is attached. The substructure, which consists of bulkheads
and/or formers of various sizes and stringers, reinforces the stressed skin by taking
some of the bending stress from the fuselage. The semi Monocoque is the most often
used construction for modern, high-performance aircraft. Hence in the aircrafts today
semi Monocoque structure is used. In these semi Monocoque structure components
like bulk heads, formers, stringers, stiffeners, ribs, spars, etc are present. Among these
components we have selected stiffener component as it carries the maximum load, in
fuselage the stiffener is called as stringer also. We have selected the fuselage stiffener
for our project.. Stiffeners are secondary plates or sections which are attached to beam
webs or flanges to stiffen them against out of plane deformations. In aircraft
construction, a longeron or stringer or stiffener is a thin strip of material, to which the
skin of the aircraft is fastened. In the fuselage, stringers are attached to formers (also
called frames) and run the longitudinal direction of the aircraft. They are primarily
responsible for transferring the loads (aerodynamic) acting on the skin onto the
frames/ formers.(11,22) International Journal of Innovations in Engineering and
Technology (IJIET)

2.LITERATUR ESURVEY

In the modern aircraft structural design, the high accuracy calculation to obtain
the highest efficiency of the structure is possible through the utilization of computer
optimization analysis. Structural and multi disciplinary optimizations have been
gaining more attention in recent years for their contributions in the design
enhancement, especially in the early stages of product development. Structural weight
has always been important in aircraft manufacturing industry. When a modern full
loaded subsonic aircraft take off only 20% of its total weight is payload. Of the
remaining 80% roughly half is aircraft empty weight and the other half is fuel weight.
Hence any saving in structural weight can lead to a corresponding increase in payload.
Alternatively for a given payload saving in aircraft weight means reduced fuel
requirements. Therefore, it is not surprising that the aircraft manufacturers are
prepared to invest heavily in weight reduction. Hence, the main aim of an aircraft
design engineer is to design a stable wing structure in the most economical manner
having adequate strength and stability.

GENERAL LAYOUT OF AIRCCRAFT

A real commercial aircraft wing contains thousands of structural components.

most commonly the design is a multi step process where the initial steps contemplate
simplified configurations and each step inherits properties from previous ones.
Aircraft wing consists of collection of basic structural elements like, the
stringers running along the wing span, ribs positioned at different stations along the
span wise direction, front and rear spars and upper and lower wing skins covering
these internal components. Each of these components act like a beam and torsion
member as a whole.

Anatomy of aircraft

Fuselage
wings
empennage
 Fig 2.1. anatomy of aircraft

FUSELAGE:

It is the central aircraft component, which has a cockpit or flight deck for
the crew and a section for the passengers and cargo. It is the body of an aircraft, to
which the wings and tail units are attached. The fuselage should be designed to satisfy
the two major criteria:

Protect the passengers in the event of crash

Efficiency tie to gether the powerplant, wing, landing gear, and tail
surface loads.

The fuselage must have points of attachment for the wing, tail surfaces and landing
gear so arranged and installed that these parts can be inspected, removed, repaired,
and replaced easily. It must be strong enough at the attachment points to withstand
flying and landing loads. In general, fuselages are classified into three principle types,
depending upon the method by which stresses are transmitted to the structure.

Types of fuselage:

Monocoque

Semi-monocoque

Truss type

Monocoque fuselage:

It is a structural approach that supports loads through an objects external skin

.It is a very strong structure but cannot tolerate dents or deformation of the surface. It
is a one in which the fuselage skin carries all the structural stresses. This construction
merely involves the construction of a tube or cone without internal structural
members. In some cases it is necessary to have former rings to maintain the shape, but
these do not carry the principle stresses imposed upon the structure.

Fig2.2. Monocoque structure

 The monocoque structure can carry loads effectively, particularly when the
fuselage is of a small diameter. As its diameter increases to form the internal cavity
necessary for a fuselage, the weight to strength ratio becomes more inefficient, and
longitudinal stiffeners or stringers are added.

The true monocoque construction uses formers, frame assemblies, and

bulkheads to give shape to the fuselage. However, the skin carries the primary
stresses. Since no bracing members are present, the skin must be strong enough to
keep the fuselage rigid. The biggest problem in monocoque construction is
maintaining enough strength while keeping the weight within limits.

Semi-monocoque fuselage:

This structure consists of a framework of vertical and longitudinal members

covered with a structural skin that carries a large percentage of the stresses imposed
upon the structure. Larger semi-monocoque aircraft use progressively thicker skins
and still maintain and equivalent stress level in this skin, along with an equally good
weight to strength ratio.

Fig 2.3 Semimonocoque fuselage

 The main advantage of the semimonocoque construction is that it depends on many
structural members for strength and rigidity. Because of its stressed skin construction,
semimonocoque fuselage can withstand damage and still be strong enough to hold
together.

Truss type fuselage:

It is an assemblage of members forming a rigid frame work, which may consists

of bars, beams, rods, tubes, wires, etc.. this may sub classified as

Pratt type
Warren type

The primary strength members of both types are the four longerons. The longeron is a
principle longitudinal member of the aircraft fuselage. In this truss type fuselage,
lateral bracing is placed at intervals. The lateral structure may be classed as
bulkheads, although this is not strictly true from a technical point. The spaces between
the bulkheads are called bays.

Normally, all members in the truss are capable of carrying both tension and
compression.

Pratt type fuselage:

fig 2.4 prat fuselage

 This is similar to the type used in present aircraft with tubular fuselage members.
The longerons were connected with rigid vertical and lateral members called struts,
but the diagonal members were made of strong steel wire and were designed to carry
tension only.

Warren type fuselage:

In this construction longerons are connected with only diagonal

members. When load is acting in one direction, compression loads are carried by
every other member, and the alternate members carry the tension loads. When the
load is reserved, the members that previously carried tension now carry compression
and those that were carrying compression now carry tension.

Fig 2.5 warren type fuselage

Structural components:
Ribs
Spars
Stringer
 Longerons
Frames
Bulkheads

Frames or bulkheads:
A bulkhead is an upright wall within the hull of a ship or within the fuselage of
an aeroplane, Vertical members of tialboom

Formers or rings
A former is a structural member of an aircraft fuselage, of which a typical
fuselage has a series from the nose to the empennage, typically perpendicular to
the longitudinal axis of the aircraft. The primary purpose of formers is to
establish the shape of the fuselage and reduce the column length of stringers to
prevent instability. Formers are typically attached to longerons, which support
the skin of the aircraft.

Stringers or Longerons
In aircraft construction, a longeron, or stringer or stiffener, is a thin strip of
material to which the skin of the aircraft is fastened. In the fuselage, stringers
are attached to formers (also called frames) and run in the longitudinal direction
of the aircraft. They are primarily responsible for transferring the aerodynamic
loads acting on the skin onto the frames and formers. In the wings or horizontal
stabilizer, longerons run spanwise and attach between the ribs. The primary
function here also is to transfer the bending loads acting on the wings onto the
ribs and spar, Longitudinal members and they serve to stiffen the metal skin
and prevent it from bulging or bulking under severe stress.

WINGS IN AIRCRAFT:

The primary lifting surface of an aircraft is the wing. Wings develop the major
 portion of the lift of a heavier-than-air aircraft. Wing structures carry some of the
heavier loads found in the aircraft structure. The particular design of a wing depends
on many factors, such as the size, weight, speed, rate of climb, and use of the aircraft.
The wing must be constructed so that it holds its aerodynamics shape under the
extreme stresses of combat maneuvers or wing loading.

Types of wings:

The wings are attached to airplanes in a varity of locations, vertically and

longitudinally. The terms mid wing, low wing, high wing all describe both aircraft
type and methods of wing attachment. Wing design can be divided into two types are
as follows

Cantilever wing
Semi cantilever wing

Cantilever wings
It contains all its structural strength inside the wing structure and
requires no external bracing. This type of wing is found on high performance
aircraft and on transports.

Fig 2.6 types of wings

 Semi cantilever wing:
This design obtains its strength both by internal wing design and external
support and by bracing from struts and wires. This type of wing is normally found on
light aircraft design and relatively slow aircraft designed to carry heavy loads.

Parts of wing:

Internal wing
Spars
Ribs
Stringers

External wing
Exrernal skin

Structural components:

Spars
Ribs
Stiffeners
Wing skin

Wing spars:
It is also called a wing beam is a principle spanwise member of the wing
structure. Spars are the main structural members of the wing. They extend from the
fuselage to the tip of the wing. All the load carried by the wing is taken up by the
spars. The spars are designed to have great bending strength.
If a single spar is used, it is located near the midpoint of the airfoil chord line. If two
spars are used, one is located near the leading edge and the other is located near the
rear of the wing, usually just forward of the trailing edge flight controls.
 Wing ribs:
It sometimes called a plain rib, is a chordwise member of the wing
structure used to give the wing section its shape and also transmit the air loads from
the covering to the spars. The ribs, which are placed at approximate intervals along
the wing span, also stabilize the spars against twisting and act as formers at hold the
airfoils shape. The ribs may extend from the leading to trailing edge of the wing, or it
may extended only to the rear spar, as in the area ahead of a flap or aileron.

Ribs give the shape to the wing section, support the skin (prevent
buckling) and act to prevent the fuel surging around as the aircraft manoeuvres. They
serve as attachment points for the control surfaces, flaps, undercarriage and engines.
The ribs need to support the wing-panels, achieve the desired aerodynamic shape and
keep it, provide points for conducting large forces, add strength, prevent buckling, and
separate the individual fuel tanks within the wing.

stiffeners:
It sometimes called as stringers, which are attached to the wing skin, and
run span-wise. Their job is to stiffen the skin so that it does not buckle when subjected
to compression loads caused by wing bending and twisting, and by loads from the
aerodynamic effects of lift and control-surface movement.

Wing skin:
In most aircraft, the wing skin performs several tasks. It gives it the
aerodynamic shape, it carries a share of the loads, it helps to carry torsional loads, it
acts as fuel tanks and allows inspection and maintenance. Using the skin to carry part
of the loads is called stressed skin. Almost all aircraft have their wing structure made
entirely in metal, or a mixture of metal and composite. The skin may be fixed to the
internal structure by rivets or bonding. The volume between the spars is often used for
storing fuel.
Fig 2.6 structurl components of a wing

MATERIALS USED FOR AIRCRAFT CONSTRUCTION:

TITANIUM

MATERIALS ALUMINIUM ALLOY

COMPOSITE MATERIALS
 40
Aluminium
30
Titanium
20

10 Composite
material
0
Category 1 others

TITANIUM USED IN AIRCRAFT CONSTRUCTION:

Titanium is a lightweight, strong, corrosion resistant metal. Recent developments

make titanium ideal for applications where aluminum alloys are too weak and
stainless steel is too heavy. Additionally, titanium is unaffected by long exposure to
seawater and marine atmosphere.

ALUMINIUM ALLOY:

ALUMINIUM:

Aluminum is one of the most widely used metals in modern aircraft construction. It is
vital to the aviation industry because of its high strength/weight ratio, its corrosion-
resisting qualities, and its comparative ease of fabrication. The outstanding
characteristic of aluminum is its light weight.

Pure aluminium has low specific gravity, good corrosion resistance and excellent
thermal and electrical conductivity it is too weak and ductile to be used on its own.
Physical properties

Phase Solid

Density(near r.t.) 2.70 gcm3

Liquid density at m.p. 2.375 gcm3

Melting point 933.47 K1220.58 F 660.32 C, ,

Boiling point 4566 F 2519 C, 2792 K,

Heat of fusion 10.71 kJmol1

Heat of vaporization 294.0 kJmol1

Molar heat capacity 24.200 Jmol1K1

face-centered cubic
Crystal structure

Magnetic ordering Paramagnetic

Electrical resistivity (20 C) 28.2 nm

Thermal conductivity 237 Wm1K1

Thermal expansion (25 C) 23.1 mm1K1

Speed of sound (thin rod) (r.t.) (rolled) 5,000 ms1

Young's modulus 70 GPa

Shear modulus 26 GPa

Bulk modulus 76 GPa

Poisson ratio 0.35

ALUMINIUM ALLOY:

Commercially pure aluminum is a white, lustrous metal, light in weight and

corrosion resistant. Aluminum combined with various percentages of other metals
(generally copper, manganese, magnesium, and chromium) form the alloys that are
used in aircraft construction. Aluminium alloys in which the principal alloying
ingredients are either manganese, magnesium, or chromium, or magnesium and
silicon, show little attack in corrosive environments. On the other hand, those alloys in
which substantial percentages of copper are used are more susceptible to corrosive
action. The total percentage of alloying elements is seldom more than 6 or 7 percent in
the wrought aluminum alloys.

The various types of aluminum maybe divided into two classes

Casing alloys (those suitable for casting in sand, permanent mold, and
die castings)
Wrought alloys (those that may be shaped by rolling, drawing, or
forging)

Of the two, the wrought alloys are the most widely used in aircraft construction, being
used for stringers, bulkheads, skin, rivets, and extruded sections. Casting alloys are
not extensively used in aircraft.
 WROUGHT ALLOYS

Wrought alloys are divided into two classes-nonheat treatable and heatreatable.
In the nonheat-treatable class, strain hardening (cold-working) is the only means of
increasing the tensile strength. Heat-treatable alloys may be hardened by heat
treatment, by cold-working, or by the application of both processes.Aluminum
products are identified by a universally used designation system. Under this
arrangement, wrought aluminum and wrought aluminum alloys are designated by a
four-digit index system.

Cast alloys

In comparison with wrought alloys, casting alloys contain larger proportions of

alloying elements such as silicon and copper. This results in a largely heterogeneous
cast structure, i.e. one having a substantial volume of second phases. This second
phase material warrants careful study, since any coarse, sharp and brittle constituent
can create harmful internal notches and nucleate cracks when the component is later
put under load. The fatigue properties are verysensitive to large heterogeneities. As
will be shown later, good metallurgical and foundry practice can largely prevent such
defects.The elongation and strength, especially in fatigue, of most cast products
arerelatively lower than those of wrought products.

Alloy Designation System Wrought Alloys

First digit - Principal alloying constituent(s)

Second digit - Variations of initial alloy
Third and fourth digits - Individual alloy variations (number has no
Significance but is unique)

1xxx - Pure Al (99. 00% or greater)

2xxx - Al-Cu Alloys
 3xxx - Al- Mn Alloys
4xxx - Al-Si Alloys
5xxx - Al-Mg Alloys
6xxx - Al-Mg-Si Alloys
7xxx - Al-Zn Alloys
8xxx - Al+ Other Elements
9xxx - Unused series

Alloy Designation System Casting Alloys

First digit -Principal alloying constituent(s)

Second and third digits - Specific alloy designation (number has no
significance but is unique)
Fourth digit - Casting (0) or ingot (1,2) designation
Variations indicated by preceding letter (A,B, C)
lxx.x - Pure Al (99.00% or greater)
2xx.x - Al-Cu Alloys
3xx.x - Al-Si + Cu and/or Mg
4xx.x - Al-Si
5xx.x - Al-Mg
7xx.x - Al-Zn
8xx.x - Al-Sn
9xx.x - Al+ Other Elements
6xx.x - Unused Series

COMPOSITE MATERIALS:

Composite materials consist of strong fibres such as glass or carbon set in a matrix of
plastic or epoxy resin, which is mechanically and chemically protective. The
incorporation of carbon fibre reinforced polymers (CFRP), a composite laminate
material for the wing panels effectively reduces the weight of the panels thereby
reducing the total weight of the wing. Weight reduction and lower production costs
are important goals for aircraft structural engineers and researchers. In recent years,
the use of advanced composite structures has increased to realize these goals.
High-performance aircraft require an extra high strength-to-weight ratio material.
Fabrication of composite materials satisfies this special requirement.

Composite materials are constructed by using several layers of bonding materials

(graphite epoxy or boron epoxy). These materials are mechanically fastened to
conventional substructures. Another type of composite construction consists of thin
graphite epoxy skins bonded to an aluminum honeycomb core. Carbon fiber
is extremely strong, thin fiber made by heating synthetic fibers, such as rayon, until
charred, and then layering in cross sections.

Carbon (fiber)

To produce carbon fiber, the carbon atoms are bonded together in crystals that are
more or less aligned parallel to the long axis of the fiber as the crystal alignment gives
the fiber high strength-to-volume ratio (making it strong for its size). Several thousand
carbon fibers are bundled together to form a tow, which may be used by itself or
woven into a fabric.

The properties of carbon fibers, such as high stiffness, high tensile strength, low
weight, high chemical resistance, high temperature tolerance and low thermal
expansion, make them very popular in aerospace, civil engineering, military, and
motorsports, along with other competition sports. However, they are relatively
expensive when compared to similar fibers, such as glass fibers or plastic fibers.
Carbon fibers are usually combined with other materials to form a composite. When
combined with a plastic resin and wound or molded it forms carbon fiber reinforced
polymer (often referred to as carbon fiber) which has a very high strength-to-weight
ratio, and is extremely rigid although somewhat brittle. However, carbon fibers are
also composed with other materials, such as with graphite to form carbon-carbon
composites, which have a very high heat tolerance.

Aircraft Loads
The characteristics of loads acting on aircraft are of different kind. Although non-
exhaustive, the following grouping shall give an idea of the classes of loads to be
considered in parallel during design:
Quasi-static loads:
Flight Loads:
- Symmetric manoeuvres
- Asymmetric manoeuvres
- Deep and flat spin
- Gust loads
Ground Handling:
- Take off
- Landing
- Repaired runway
- Taxiing (asymmetric braking, turning etc.)
- Towing, Pivoting etc.
Local and Internal Loads:
- Max./min. aerodynamic pressures (outer surfaces)
- Local accelerations
- System pressures
- Bay pressures (pressurised areas)
- Hydrostatic pressures ( fuel tanks)
- Intake duct pressures (steady state)
- Engine thrust
Dynamic Loads:
- Buffet ( Outer wing, vertical fin buffet etc.)
- Dynamic Gust
- Vibrations
- Acoustic Noise
- Limit cycle oscillation
- Shimmy (Undercarriage)
- Engine hammershock conditions (Duct)
Fatigue Loads:
Fatigue load cases are derived from the a.m. quasi-static and dynamic load conditions
if the frequency of the respective load cycle is sufficiently high during the assumed
usage. Fatigue loads are always a combination of loads from the a.m. list, especially
flight loads combined with local and internal loads or acoustic noise. Other loads,
occurring only during failure situations are excluded from the fatigue load sets ( i.e.
engine hammershock will certainly not be a fatigue case), Dynamic buffet, although
difficult to predict, needs to be included die to its high cycle characteristic and
therefore high damage potential.

MODELLING AND ANALYSIS:

CATIA
HYPERMESH
ANSYS
 3. EXPERIMENTAL WORK

Problem description

The main aim of this analysis is to compare the results of the analysis of the stiffened
panel with various materials and its properties and to observe the efficient the
stiffened panel.

In this thesis work CATIA is used to create the geometric mode;l of the stiffened
panel and it is imported to HYPERMESH and used 3D solid 70 elements for meshing.
Later,the meshed model is imported to ANSYS 12 for the main analysis. The stiffened
panel model has been anlysised with the material properties of aluminium(2024) and
the material properties of carbon fibre composite. Static,modal,harmonic and buckling
analysis has been done.

Model geometry

Catia working procedure

Open CATIA software

Start mechanical design

Part design

Select the YZ plane (front plane)

From the sketch tool box select sketch icon
From the profile tool bar draw the front section of the stiffened
pane.
Fix all the constraints & mark all the dimensions
Exit work bench
In the product window from sketch based feature pad the first
section
Extrude the stiffners with ribs.
\save the file in .CAT file.
CATIA MODELS

C-SECTION
D-SECTION

FIG
HAT-SECTION
I-SECTION
T-SECTION
HYPER MESH

The four models designed in CATIA is then meshed with HYPERMESH to obtain
fine element The element type used is solid 45 The panel after meshing is imported to
ANSYS 12,&analyzed in ANSYS 12.

HYPERMESH MODELS

C-SECTION
HAT=SECTION

I-SECTION
T-SECTION

ANALYSIS

STATIC ANALYSIS

A static analysis calculates the effects of stedy loading conditions on a structure,while

ignoring inertia and damping effects, such as those caused by time varying loads. A
static analysis can however, include steady inertia loads (such as gravity and
rotational velocity),and ime varying loads that can be approximated as static
equivalent loads (Isuch as the static equivalent wind and seismic loads commonly
defined in many building codes).

Static analysis is used to determine the displacements, stresses ,strains and forces in
structures and forces in structures and components caused by loads that do not include
significant inertia nad damping effects. Steady loading and response conditions are
assumed;that is,the load and the structure,s response are assumed to vary slowly with
respect to time. The kinds of loading that can be applied in a static analysis include:

Externally applied forces and pressures

Steady dtate inertial forces(such as gravity or torsional velocity)
Imposed (non zero)displacements
Temperatures (for thermal strain)
Fluencies (for nuclear swelling)

MODAL ANALYSIS

You use modal analysis to determine the vibration characteristics(natural

frequencies and mode shapes) of a structure or a machine component while it is being
designed. It also can be a starting point for another,more detailed,dynamic
analysis,such as a transient dynamic analysis, a harmonic response analysis, or a
spectrum analysis.

USES FOR MODAL ANALYSIS

You use modal analysis to determine the natural frequenmcies and mode shapes
of a structure. The natural frequencies and mode shapes are important parameters in
the design of a structure for dynamic loading conditions. They are also required if you
want to do a spectrum analysis or a mode superposition harmonic or transient
analysis.

MODE-EXTRACTION METHOD

Choose one of the extraction methods listed below

Block Lanczos method

It is used for large symmetric eigen value problems. You can use this method for the
same type of problems for which you use the subspace method,but you achieve a
faster convergence rate. It uses the saprse matrix solver,subspace method.

The subspace method is used for large symmetric eigen value problems. Several
solution controls are available to control the subspace iteration process.

When doing a modal analysis with a large number of constraint equations,use the
subspace method with the frontal solver instead of the JCG solver,or use the Block
Lanczos mode extraction method.

HARMONIC ANALYSIS

Any sustained cyclic load will produce a sustained cyclic response(a harmonic
response) in a structural system. Harmonic response analysis gives you the abiity to
predict the sustained dynamic behavior of your structures,thus enabling you to verify
whether or not your design will successfully overcome resonance,fatique,and other
harmful effects of forced vibration.

USES FOR HARMONIC RESPOSE ANALYSIS

Harmonic response analysis is a technique used to determine the steady dtate

response of a linesar structure to loads that vary sinusoidally (harmonically) with
time.

The idea is to calculate the structures response at several frequencies and obtain a
graph of some response quantitiy (usually displacements) versus frequency. Peak
responses are then identeified on the graph and stresses reviewed at those frequencies.
 This analysis technique calculates only the steady state,forced vibrations of a
structure. The transient vibrations,which occur at the beginning of the excitation,are
not accounted for ino a harmonic response analysis.

Three Solution Methods

1.The full method

It is the easiest of htree methods.It uses the full system matrices to calculate
the harmonic response(no matrix reduction). The matrices may be symmetric or
unsymmetric.The advantages of the full method are:

It is to use ,because you dont worry about choosing master degrees of freedom
or mode shapes.
It uses full matrices,so no mass matrix approximation is involved.
It allows unsymmetric matrices ,which are typical of such applications are
acoustic and bearing problems.
It calculates all displacements and streeses in a sinle pass.
It accepts all types of loads:nodal forces imposed(nonazero)displacements,and
elementloads(pressures and temperatures)
It allows effective use of solid model loads.

A disadvantage is that this method usually is more expensive than either of the
other methods when you use the frontal solver. However ,when you use the JCG
solver or the ICCG solver, the full method can be very efficient.

2.The reduced method

3.The mode superposition method

WORKING PROCEDURE:

STATIC ANALYSIS.

Open ANSYS 12 software and create a new file.

Save the file by giving a title
Utility menu > File > Change title > Static Analysis
Select the analysis type
Preference Structural > ok .
Defining the problem
Pre processor
Element type > Add/edit/delete > add > solids > quad 4
node188
>close
Material properties > material models > structural >
linear >
>elastic >isotropic > enter youngs modulus and
poisons ratio
EX =
PRXY =
>close
Modeling > import the meshed model

Solutions
Analysis type> new analysis > Static > ok
Define loads > structural > apply >
to fix the constraints > Displacements > select the
key Points to be fixed > All DOF > ok.

to apply the loads apply > force/moments > select

 thE Key points > FY > enter the load value -1000 (-ve sign
Indicates the direction) > ok.

Solve > current LS > ok > Solution is done ok

General post processor

Plot results > contour plot > nodal solutions>nodal

DOF>
DOF solutions > y component of displacements >
ok

List results > nodal solutions>nodal DOF> DOF

solutions >
y component of displacements > ok

Element table > define table > add > Enter SMAXI in
User label
For item> select NMISC in the second window
> enter 1anywhere
After comma > apply.

Enter SMAXJ in User label

For item> select NMISC in the second window
> enter 3 anywhere
After comma > ok.

Plot results > Line element res > select SMAXI from
LABI
Pull down menu > select SMAXJ from LABJ
Pull down menu >
 Utility menu
Plot controls > animate > deformed results> ok

Output: C-SECTION (aluminium alloy)

Fig. displacement Fig. stress variation

C SECTION (CARBON FIBRE)

Fig. displacement variation fig. stress variation

 HAT SECTION (ALUMINIUM ALLOY)

(CARBON FIBER)
I-SECTION (ALUMINIUM ALLOY)

I-SECTION (CARBON FIBRE)

FIG . DISPLACEMENT variation diagram in I-section of carbon

FIG . STRESS variation diagram in I-section of carbon fiber

T-PLATE(ALUMINIUM ALLOY)

T-SECTION (CARBON FIBRE)

FIG.DISPLACEMENT variation diagram in T-section of carbon fiber

FIG.STRESS variation diagram in T-section of carbon fibre

MODAL ANALYSIS

PROCEDURE:

Open ANSYS 12 software and create a new file.

Save the file by giving a title
Utility menu > File > Change title > mode frequency
Select the analysis type
Preference Structural > ok .

Defining the problem

Pre processor
Element type > Add/edit/delete > add > solids > quad 4
node188
>close
Material properties > material models > structural >
linear >
>elastic >isotropic > enter youngs modulus and
poisons ratio
EX =
PRXY =
>close
> density =
Modeling > import the meshed model

Solutions
Analysis type> new analysis > modal > ok
Analysis option> Block Lanczos > no of modes to
 extract= 5>
No of modes to expand = 5> ok.
Define loads > structural > apply >
to fix the constraints > Displacements > select the
line
to be fixed > All DOF > ok.

Utility menu
Select > entities > first drop down- nodes > reselect >
second
Drop down > By num pick > select all > cancel.
Solutions

Solve > current LS > ok > Solution is done ok

General post processor

Result summary > ok

Read results > first set>

Utility menu
Plot controls > animate > deformed results> ok

General post processor

Read results > next set>

Utility menu
Plot controls > animate > deformed results> ok

Continue the last 2 steps to obtain 5 set of results

Output:

C-SECTION (ALUMINIUM ALLOY)

C- SECTION (CARBON FIBRE )
HAT- SECTION (ALUMINIUM ALLOY)
HAT-SECTION (CARBON FIBRE)
I-SECTION (ALUMINIUM ALLOY)
I-SECTION (CARBON FIBRE)
T-SECTION (ALUMINIUM ALLOY)

N
T-SECTION (CARBON FIBRE
HARMONIC ANALYSIS

Open ANSYS 12 software and create a new file.

Save the file by giving a title
Utility menu > File > Change title > harmonic frequency
Select the analysis type
Preference Structural > ok .

Defining the problem

Pre processor
Element type > Add/edit/delete > add > combination >
spring
Damper 14> apply
Structural mass> 3D mass 21 > ok
>close
Real constants > add > select type 1 >ok >
Enter spring constant value
Damping coefficient
> ok
> add > select type 2 >ok >
Enter mass value =
>ok > close
.
Modeling > import the meshed model

Solutions
Analysis type> new analysis > harmonic > ok
Analysis option> full > amplitude +phase > ok
Load step options >output controls > solution printout
>
 Click every sub step
>time/ frequency > freq & substps > enter
harmonic Frequency range =0-7.5
no of sub steps
click to stepped. > ok

Define loads > structural > apply >

to fix the constraints > Displacements > select the
nodes
to be fixed > ok.
> structural > apply> force/moments > select the
nodes
> FX > enter the load value ok.
Solutions

Solve > current LS > ok > Solution is done ok

TimeHist post processor

Define variables> add>ok for default of nodal DOF >

select
The node 2> enter
Reference number =2
Node number =2
User specified label = 2UX > ok

Repeat the above steps for 3 node

Utility menu
Plot controls > style > graphs > scroll to

X,Y grid type > ok

 TimeHist post processor

Graph variables > enter the node num 2> ok

Output:

C- SECTION (ALUMINIUM ALLOY)

C-SECTION (CARBON FIBRE)

HAT-SECTION (ALUMINIUM ALLOY)

HAT-SECTION (CARBON FIBRE )

I-SECTION (ALUMINIUM ALLOY)

I-SECTION (CARBON FIBRE )

T-SECTION (ALUMINIUM ALLOY)

T-SECTION (CARBON FIBRE)

BUCKING ANALYSIS

BUCKLING ANALYSIS

After you enter the ANSYS program,follow these steps to set the title.

1. Choose menu path Utility Menu>File>Change Title.

2. Enter the text Buckling and click on OK.

Define the Element Type

In this type,you define solid 45 the element type.

1. Main Menu>Preprocessor>Element Type> Add/Edit/Delete.

2. In the scroll box on the right,click on 2D elastic 3 to select it.
3. Click on OK, and then click on Close in the Elememnt Types dialog box.

Define the Real Constants and Material Properties

1. Choose menu path Main Menu>Preprocessor>Real

Constants>Add/Edit/Delete.
The Real Constants dialog box appears.
2. Click on Add.The Element Type for Real Constant Dialog box appears.
3. Click on OK.The Real Constants for BEAM3 dialog box appears.
4. Enter.25 for area,52083e-7 for IZZ,and .5 for height.
5. Click on OK.
6. Click on Close in the Real Constant dialog box.
7. Choose main path Main Menu>Preprocessor>Material Props>Material Models.
The define Material Model Behaviour dialog box appears.
8. In the Material Models Available Window, double click on the following
options:
 Structural,Linear,Elastic and Isotropic. A dialog box appears.
9. Enter 30e6 for EX (youngs modulus), and click on OK. Material Model
number 1 appears in the Material Models Defined window on the left.
10. Choose menu path Material>Exit to remove the Define Material Model
Behaviour dialog box.

Define the Boundary Conditions

1. Choose menu Main path Menu>Solution>Unabridged Menu>Analysis

Type>New Analysis. The New Analysis dialog box appears.
2. Click OK to accept the default of Static.
3. Choose menu path Main Menu>Solution>Analysis Type>Analysis Options.
The static or Steady state Analysis dialog box appears.
4. In the scroll box for stress stiffness or prestress, scroll to Prestress ON to
select it.
5. Click on OK.
6. Choose menu path Main Menu>Solution>Define
loads>Apply>Structural>Displacement>On nodes. The apply U,ROT on
Nodes picking menu appears.
7. Click on node 1 in the ANSYS graphics window, and then click on OK in the
picking menu. The Apply U,ROT on Nodes dialog box appears.
8. Click on All DOF to select it, and click on OK.
9. Choose menu path Main Menu>Solution>Define
loads>Apply>Structural>Force/Moment>On nodes. The apply F/Mon Nodes
picking menu appears.
10. Click on Node 11,and then click OK. The Apply F/M on Nodes dialog box
appears.
11. In the scroll box for Direction of force/mom, scroll to FY to select it.
12. Enter -1 for the force/moment value, and click on OK. The force symbol
appears in the ANSYS Graphics window.
Solve the Static Analysis

1. Choose menu path Main Menu>Solution>Solv>Current LS.

2. Carefully review the information in the Status window, and click on Close.
3. Click on OK in the solve Current Load step dialog box to begin the solution.
4. Click on Close in the Information window when the solution is finished.

Solve the Buckling Anlysis

1. Choose menu Main path Menu>Solution>Analysis Type>New Analysis.

2. In the New Analysis dialog box appears. Click the Eigen Buckling option
on, then click on Ok.
3. Choose menu path Main Menu>Solution>Analysis Type>Analysis Options.
The Eigen value Buckling Options dialog box appears.
4. Click on enter the Block Lanczos option, and 1 for number of modes to
extract.
5. Click on OK.

6. Choose menu path Main Menu>Solution>Load Step Opts Expansion

pass>Expansion Modes.
7. Enter 1 for number of modes to expand, and click on OK.
8. Choose menu path Main Menu>Solution>Solve>Current LS.
9. Carefully review the information in the Status window, and click on Close.
10. Click on OK in the solve Current Load step dialog box to begin the solution.
11. Click on Close in the Information window when the solution is finished.

Review the Results

1. Choose menu path Main Menu>General Postproc>Read Results>First Set.

2. Choose menu path Main Menu>General Postproc>Plot Results>Deforme
 3. Shape. The Plot Deformed Shape dialog box appears.
4. Click the Def + unreformed option on. Click on OK. The deformed and
unreformed shapes appear in the ANSYS graphics window.

Exit ANSYS

1. In the ANSYS Toolbar,click on Quit.

2. Choose the save option you want and click on OK.

BUCKING MODELS

C-SECTION (ALUMINIUM ALLOY)

C-SECTION (CARBON FIBRE)
HAT-SECTION (ALUMINIUM ALLOY)
HAT-SECTION (CARBON FIBRE)
I-SECTION (ALUMINIUM ALLOY)
I-SECTION (CARBON FIBRE)
T-SECTION (ALUMINIUM ALLOY)
T-SECTION (CARBON FIBRE)
 3. RESULTS

ANALYSIS ALUMNIUM ALLOY CARBON FIBRE

static Displacement Stress Displacement Stress

Modal anlysis
Hamonic analysis
Buckling analysis

From the results it has been observed that the crbon fibre acquired minimum
displacement and stress under the applid conditions compared to the
aluminium alloy.

CONCLUSION