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PhotoStress coatings can be applied to the surface of virtually any test part regardless of its shape, size, or material composition. For coating complex shapes, liquid plastic is cast on a flat-plate mold and allowed to partially polymerize. While still in a pliable state, the sheet is removed from the mold and formed by hand to the contours of the test part (as shown below). .
Photo stress coating being contoured to the surface of a vehicle water pump casting
Photoelastic Coatings
When fully cured, the plastic coating is bonded in place with special reflective cement, and the part is then ready for testing. For plane surfaces, pre manufactured flat sheets are cut to size and bonded directly to the test part.
Optical Arrangement
Photo Stress pattern revealed on a mechanical controlled linkage system in a passenger Air craft
Typical sample that have been coated for conducting test in lab at universities
PhotoStress contoured shells ready for bonding to engine mount bracket casting.
Some Examples
A plastic beverage bottle coated for comparison of PhotoStress and finite element analysis. Chair showing coating applied to areas of seat which was designed for greater flexibility. A complex-shaped automotive frame support member with PhotoStress coating applied.
Photo stress coating applied to a complex shaped augmentor fuel casting from a jet engine
Some Examples
A large pressure container with PhotoStress coating applied to a ribbed reinforced area. PhotoStress coating applied over the entire surface of a fan which was dynamically tested. Coating ready for bonding to geared ring.
Biomechanics Application
PhotoStress coating applied to human skull and jaw. (a) Subjected to shock loads representing blows from sharp and blunt objects.(b) Compressive forces were applied to simulate biting action.
A section of steam turbine blades coated for P.S. analysis under dynamic test conditions
Landing Gears
The landing gears for nearly all modern aircraft have been stress analyzed by covering the entire gear surface with PhotoStress coating. Landing gears are fabricated from forged and machined high-strength steel. The gear is a complex assembly of parts subjected to various static and shock loadings. Occasionally, certain parts are exposed to as many as six different loading conditions.
Landing Gears
Because the landing gear is used only twice during a flight and represents dead weight the remainder of the time, any weight reduction is of great benefit. At the same time, safety is obviously of paramount importance; large safety factors must be employed unless the stress distribution is accurately known for all significant modes of loading.
Landing Gears
Next slide shows PhotoStress testing in progress on the main landing gear of the Airbus A330/A340 passenger aircraft. In this case, the landing gear itself is a scale model made of an epoxy resin material for early design testing.
Landing Gears
After a thorough survey and analysis of the surface strain distribution on all structural components is completed, suggested changes are incorporated into the initial metal prototype. Additional Photostress analysis is then performed to help establish final design criteria prior to manufacture and acceptance testing of the actual landing gear.
P. S. Testing under progress on a main landing gear of Airbus A 330/A340 passenger air craft
Photo stress fringe pattern at a specific area of an Airbus gear during a static test sequence
Final prototyping test on a landing gear from a military fighter jet aircraft and P. S. fringe pattern at several sections of the Landing gear
Photo Stress fringe pattern on a partially coated prototype of Boeing 767 main landing gear
Coated area on Jet engine Frames Strain pattern at a specific location of fuel pads and struts
Coated Jet engine augmentor control casting & surface stress pattern during the pressurization sequence
Aluminum welded joints on space shuttle and fringe pattern at 38000 psi
A typical pure bending specimen with its fringe pattern at 17 000 in-lbs (1,920 Nm) moment. Welds in these specimens were 1.40-in (35.6-mm) thick (made in nine passes).
Redesign of the flywheel (where it mated to the shaft of the diesel engine) significantly reduced the initial assembly stresses
Effect of fiber reinforcement on strain distribution 1. fringe patterns appeared as smooth unbroken lines for the homogeneous material (aluminum) 2. while for the heterogeneous material (fiberglass), they were discontinuous, with a more-or-less scotch plaid appearance and 3. strain pattern on simply loaded honey comb beam
Coating Materials
An ideal photo elastic coating material should have : High strain coefficient K ( small coating is sufficient to give enough optical information) Low Youngs modulus (Even thicker coating does not reinforce the specimen) Linear stress strain & strain fringe relation Easy bond ability to various specimen material
Coating Materials
possession of good machinabilty Sufficient pliability to permit use on curved surfaces of intricate components Ideally coating thickness should be as small as possible so that the interpretation of the coating stresses to specimen stresses is simple and direct (mathematical simplicity)
Flat Flat
PS-2
PS-8 PL-1 liquid PL-8 liquid
3.10
3.10 2.90 2.90
0.36
0.36 0.36 0.36
0.13
0.09 0.1 0.08
3
3 to 5 3 to 5 3 to 5
260
200 230 200
Flat
Flat contourable Same
polyester
Epoxy with anhydrate
3.86
3.28
------
0.04
0.12
1.5
2.0
---
Flat
Flat/contour able
Coating Materials
Coating Material Youngs Poisson K Modulus s Gpa Ratio Strain Limit% Max. Suitability Use Temp
Coatings Suitable to Medium Modulus Specimen Material PS- 3 0.21 0.42 0.02 30 200 Flat PL-2 0.21 0.42 0.02 50 200 Contourab Liquid le Coatings Suitable to Low Modulus Specimen Material polyuretha 0.004 ----- 0.008 15 ----- Flat ne PS-4 0.004 0.50 0.009 > 50 175 Flat PL-3 0.014 0.42 0.006 > 50 150 Contourab Liquid le
Nmax =
Sy
Material Steel Materials HR1020 CD1020 HT 1040 HT 4140 Maraging Aluminium 1100 H16 3004 H34 2024 T3 7075 T6 Glass 140 200 345 500 21 240 310 550 900 1720
Es, Gpa
71 71 71 71 46.2
Prospher bronze
515
111
0.349
3.25
Step 5: Drying
Brittle coating should dry for at least 24 hrs. Best practice is to hold the coating at the elevated application temperature for drying and then to slowly cool it to the test temperature. At the same time the model is sprayed a number of calibration specimens are also sprayed and all are allowed to dry in the test environment.
Stress Coat
Stress coat is the most widely used brittle coating. Stress coat consists of 150 to 300 parts by weight of carbon disulfide, 100 parts by weight of zinc resinate base and 0.5 to 30 parts by weight of dibutyl phthalate as plasticizer. Shellac and alcohol is the first coating used. The plasticizer is added to control strain resistivity of the coating.
Stress coat
Unplasticized coating will tend to craze but, on the other hand, excessive plasticizer is likely to lower the residual tensile stress to the extent that cracks once formed will close upon the release of the strain which caused the crack formation. Strain sensitivities of stress coat; 300 to 3000 micro strain. Strain sensitivity is a function of environmental temperature and humidity at the time of the test. Plasticizer should be appropriately controlled.