Experimental Modal Analysis Of An Aircraft Wing Prototype .

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Experimental modal analysis of an aircraft wing prototype for SAEAerodesign Competition Victor E.L. Gasparetto a, Marcela R. Machado b & Sergio H.S. Carneiro cbaDepartment of Mechanical and Aerospace Engineering, Carleton University, Ottawa, Canada victor.gasparetto@carleton.caGroup of Dynamic Systems, Department of Mechanical Engineering, University of Brasilia, Brasilia DF, Brazil, marcelam@unb.brcDepartment of Aerospace Engineering, Faculty Gama, University of Brasilia, Brasilia DF, Brazil, shscarneiro@unb.brReceived: March 23th, 2020. Received in revised form: May 27th, 2020. Accepted: May 26th, 2020.AbstractThis work presents an experimental modal analysis of an aircraft wing prototype, designed by the Aerodesign team of the University ofBrasilia, and performs a ground vibration testing of the prototype. The dynamic response data were acquired using the software LabVIEW,and the modal parameters were identified through the EasyMod toolbox. The modal parameters are characterised for the first sevenvibration modes of the structure, with the firsts two being suspension modes of vibration. The effect of small changes in the experimentalprocedure on the identified modal parameters is discussed. It was observed that the use of an excitation signal as a logarithmic sine sweepand with a frequency range of excitation between 2 to 150 Hz resulted in less noise and more accurate measurement of the structure’sresponse. Results for different modal identification methods were verified using the Modal Assurance Criterion (MAC), and goodcorrelation was achieved.Keywords: experimental modal analysis; ground vibration testing; SAE AeroDesign; modal assurance criterion.Análisis modal experimental de un prototipo de ala de avión para lacompetencia SAE AerodesignResumenEste trabajo presenta el análisis modal experimental de un prototipo de ala de avión diseñado por el equipo de Aerodesign de la Universidadde Brasilia, que realiza una prueba de vibración del suelo en el prototipo. Los datos de respuesta dinámica se obtienen con el softwareLabVIEW y los parámetros modales identificados a través de la caja de herramientas EasyMod. Los parámetros modales se caracterizanpor los primeros siete modos de vibración de la estructura. Se discute el efecto de pequeños cambios en el procedimiento experimentalsobre los parámetros modales identificados. Se observó que el uso de la señal de excitación como barrido sinusoidal logarítmico y con unrango de frecuencia de excitación entre 2 y 150 Hz dio como resultado menos ruido y una medición más precisa de la respuesta de laestructura. Los resultados para diferentes métodos de identificación modal se verificaron utilizando el Criterio de Garantía Modal (MAC),y se logró una buena correlación.Palabras clave: análisis modal experimental; prueba de vibración del suelo; SAE AeroDesign; criterio de garantía modal.1. IntroductionThe SAE BRASIL AeroDesign Competition programme isa challenge posed to engineering students whose main objectiveis to diffuse and exchange aeronautical engineering techniquesand knowledge through practical applications and competition[1]. The main goal of the tournament is to develop a small-scaleradio-controlled cargo transport aircraft able to complete a preestablished flight mission. By participating in the SAEAeroDesign programme, the student engages with a real case ofaeronautical design from conception and detailed design, toconstruction and testing. The characteristics of an SAE AeroHow to cite: Gasparetto, V.E.L, Machado, M.R. and Carneiro, S.H.S, Experimental modal analysis of an aircraft wing prototype for SAE Aerodesign Competition. DYNA,87(214), pp. 100-110, July - September, 2020. The author; licensee Universidad Nacional de Colombia.Revista DYNA, 87(214), pp. 100-110, July - September, 2020, ISSN 0012-7353DOI: http://doi.org/10.15446/dyna.v87n214.75361

Gasparetto et al / Revista DYNA, 87(214), pp. 100-110, July - September, 2020.Design entry is a light and flexible aircraft with optimisedinternal structure attuned to specific flight conditions. Eachprototype is manufactured to a high-specification stiffness,such as that of balsa wood, high-performance structural foam,carbon fibre, aramid, or glass. The materials cause the aircraftto be more susceptible to aeroelastic phenomena and unwantedvibrations that can interfere with stability and limit theoperating envelope [2]. Therefore, designing complexaeroservoelastic control laws is an active area of researchbecause these are necessary to suppress those aeroelasticinstabilities [3,4]. Simsiriwong and Sullivan reported on staticand vibration testing and finite element simulations of wingassembly [5,6] and, in [7,8], presented a description of acomposite UAV wing, including its structural geometry,components layout, and material systems.The knowledge of the dynamic behaviour of the structure isessential for reliable aircraft design. Therefore, the modalparameters such as natural frequencies, damping factors andvibrational modes are requested. Modal analysis is afundamental technique to estimate those vibrational parameters[9-11]. It is performed through theoretical (analytical ornumerical) and experimental approaches. The theoreticaltechnique uses the description of a physical model, which iscomposed of the mass, rigidity and damping [12]. The modalanalysis has also used to estimate the vibrational modes of thecomplex structure, aiming to validate and improve theComputer-Aided Engineering (CAE) dynamic modelling [1721]. Several techniques employed the experimental dynamicresponse to calibrate the numerical models [13,14]. In the lastdecades, technological development in data acquisition andsignal processing enabled the improvement in experimentaltests, allowing a fast determination of the modal parameters[15]. The advantage in performing experiments is the obtentionof prototypes measurement that faithfully describe theconstructive and physical characteristics of the system used inservice.Ground Vibration Testing (GVT) is a standard experimentaltest used in aircraft design and widely used in the final stagesof project development and certification in the aeronauticsindustry [16]. Mottershead et al. [22] applied GVT to a militaryLynx helicopter to measure the normal elastic modes andafterwards calibrated the numerical model using the sensitivitymethod with finite element model updating. Gupta and Seiler[23] described the application of the GVT procedures to a seriesof flexible flying wing aircraft designed and built to study itsaeroelastic behaviour. Assis et al. [24] performed theaeroelastic analysis of an AeroDesign aircraft wing with PKNLmethod and compared with experimental GVT.The main objective of the work is to experimentallydetermine the modal parameters of the structure of the aircraftwing designed for the SAE BRASIL Aero Design Competition.The numerical study and model calibration are presented in[25]. However, because research studies have demonstrated theapplication of experimental modal analysis (EMA) in aircraft,the contribution of this paper is its presentation of acomprehensive technical report on the experimental modalanalysis of the aircraft wing for the SAE AeroDesignCompetition by showing in detail the experimental setup andpost-processing technique. This paper used experimentalground vibration test (GVT) procedures and a modal analysistechnique based on the EasyMod toolbox [26,27] to estimatemodal frequencies and vibrational mode shapes. Updates to theexperimental procedures include changing the range ofexcitation frequency and length of the signal, the positioning ofthe wing structure suspension, and testing different points ofexcitation to cover as many different vibration modes aspossible. Results for different modal identification methodswere verified using the modal assurance criterion (MAC) [28],which achieved excellent data correlation.2. Theoretical backgroundThe modal parameters extraction is a post-processingtechnique that can be performed by using the experimentalmodal analysis procedures. The frequency response function(FRF) measured from a dynamic system is associated with themodal parameters (frequency, damping and vibrational mode)via algorithms of identification in the time or frequencydomain. Ewins [9] presented several procedures with distinctlevels of complexity that involved analysis or curve fittingusing part of an FRF and a set of related FRFs of the samestructure.2.1. Multiple-degree-of-freedom damped systemsIn real structures, energy dissipation due to dampingattenuates the amplitude of the free vibration of the system. Theimportance to include the damping in the numerical model is tocheck the effect on natural frequencies (eigenvalues) and modalvectors (eigenvectors) [29]. Describing the damping forms of astructure requires several energy dissipation mechanisms, asmany systems exhibit damping characteristics that result in thecombination of these dissipative mechanisms [30]. The mostcommon damping models for analysis are the viscous,structural, Coulomb (dry friction) and hysteretic damping. Thegeneralized equation of motion for the structural dampingmodelled in a multiple-degree-of-freedom (MDoF) system isgiven by𝑀𝑀{𝑥𝑥̈ } 𝑖𝑖𝑖𝑖{𝑥𝑥̇ } 𝐾𝐾 {𝑥𝑥} 𝐹𝐹(1)Where 𝑀𝑀, 𝐶𝐶 and 𝐾𝐾 are the 𝑛𝑛 𝑛𝑛 mass, damping andrigidity matrices respectively. The variables 𝑥𝑥̈ , 𝑥𝑥̇ , 𝑥𝑥, 𝐹𝐹 are𝑛𝑛 1 vectors of acceleration, velocity, displacement, andforce, respectively [31]. The solution of the equation of motionis assumed as 𝑥𝑥(𝑡𝑡) {𝑋𝑋}𝑒𝑒 λ𝑡𝑡 , where {𝑋𝑋} is the displacementamplitude vector, λ is the eigenvalue and 𝑡𝑡 is the timedependence of the system, respectively. By substituting 𝑥𝑥(𝑡𝑡)into eq.(1) it gives the eigenvalue and eigenvector arraysassociated with the system. The eigenvalue, λ𝑟𝑟 ω2𝑟𝑟 , takes theform λ𝑟𝑟 ω𝑟𝑟 1 η𝑟𝑟 , where ω𝑟𝑟 is the natural frequency andη𝑟𝑟 is the structural damping loss factor for the r-th mode. Theparameter η𝑟𝑟 can range from 2 10 5 for pure aluminium to1.0 for hard rubber, as shown in Beards [32]. The next step isto diagonalize and normalize the system matrices by the massmatrix, similar to the process developed for non-dampedsystems [12]. The objective is to determine the system's101

Gasparetto et al / Revista DYNA, 87(214), pp. 100-110, July - September, 2020.receptance matrix, based on the input of a harmonic force, givenby the general solution{𝑋𝑋} ([𝐾𝐾] 𝑖𝑖[𝐶𝐶] ω2 [𝑀𝑀]) 1 {𝐹𝐹} [α(ω)]{𝐹𝐹}{𝑋𝑋}𝑇𝑇𝑟𝑟 [𝑀𝑀]{𝑋𝑋}𝑟𝑟 𝑚𝑚𝑟𝑟 , r 1, , 𝑛𝑛{𝑋𝑋}𝑟𝑟{Φ}𝑟𝑟 , r 1, , 𝑛𝑛 𝑚𝑚𝑟𝑟(2.a)(2.b)2 𝑖𝑖𝑖𝑖 ω 𝑀𝑀)[Φ] [Φ]𝑇𝑇 [α(ω)] 1 [Φ](2.c)(3)Where eq. (3) determines the receptance matrix byinterrelating the input and output parameters of a linear discretemechanical system which is submitted to harmonic force.Rearranging eq. (3) yields,[α(ω)] λ𝑟𝑟 ω2 )](4)The FRF array of [α(ω)] holds the symmetry property andthe reciprocity principle, so that α𝑗𝑗𝑗𝑗 α𝑘𝑘𝑘𝑘 . Finally, we canrewrite the receptance asα𝑗𝑗𝑗𝑗 (ω) 𝑁𝑁𝑋𝑋𝑗𝑗ϕ𝑗𝑗𝑗𝑗 ϕ𝑘𝑘𝑘𝑘 2𝐹𝐹𝑘𝑘ω𝑟𝑟 ω2 𝑖𝑖η𝑟𝑟 ω2𝑟𝑟1 21 2η𝑟𝑟2η𝑟𝑟(6)Where 𝑅𝑅𝑅𝑅(α) and 𝐼𝐼𝐼𝐼(α) are the real and imaginary parts ofthe receptance matrix. The receptance FRF of a structurallydamped MDoF system is given by eq. (5). If one intends toanalyze the r-th mode, the following equation applies,Upon imposing the boundary conditions, the typicaleigenvalue problem described in eq. (2a) is solved for the nontrivial solution. The modal vector {Φ}𝑟𝑟 is normalized by theorthogonalized mass matrix, as can be seen in eqs. (2.b) and(2.c). The parameter ω𝑟𝑟 2 is the eigenvalue resulting in thenatural frequency. By pre-multiplying eq. (2a) with thetransposed modal matrix normalized by the mass [Φ], we have[Φ]𝑇𝑇 (𝐾𝐾[𝑅𝑅𝑅𝑅(α)]2 𝐼𝐼𝐼𝐼(α) α𝑗𝑗𝑗𝑗 (ω) (ω2𝑟𝑟Φ𝑗𝑗𝑗𝑗 Φ𝑘𝑘𝑘𝑘 ω2 𝑗𝑗η𝑟𝑟 ω2𝑟𝑟 )𝑁𝑁 𝑠𝑠 1𝑠𝑠 𝑟𝑟Φ𝑗𝑗𝑗𝑗 Φ𝑘𝑘𝑘𝑘(ω2𝑟𝑟 ω2 𝑗𝑗η𝑟𝑟 ω2𝑟𝑟 )The sum term on the right-hand side of eq. (7) can beapproximated to a complex constant, resulting inα𝑗𝑗𝑗𝑗 (ω) Φ𝑗𝑗𝑗𝑗 Φ𝑘𝑘𝑘𝑘 𝐵𝐵𝑗𝑗𝑗𝑗(ω2𝑟𝑟 ω2 𝑗𝑗η𝑟𝑟 ω2𝑟𝑟 )(8)The circularity of the Nyquist outline will not change whenthe circle is displaced at a distance from the origin of thecomplex plane by the complex constant 𝐵𝐵𝑗𝑗𝑗𝑗 . The procedureconsists of first finding the natural frequency, then deriving thedamping factor and finally the modal constant. After selectingthe FRF points in the resonant peak location, the naturalfrequency can be found where the maximum arc change occursin the Nyquist circle. Fig. 1 presents the representation of aNyquist circle.For the relevant angles presented, the following holds true(5)θω2𝑟𝑟 ω2tan tan(90𝑜𝑜 γ) 2ω2𝑟𝑟 η𝑟𝑟𝑟𝑟 12.2. Modal parameter extractionAmong the estimation techniques, an established method isthe one-degree of freedom (1DoF) curve fitting, known asCircle-Fit. The method is based on the fact that at frequenciesclose to the natural frequency, the mobility function can beapproximated to a 1DoF system added to a constantcompensation term that corresponds to the other modes. Theprocedure works by adjusting the curve of a circle to themeasured data points and approaching the system polar phasegraph of the frequency response function (FRF) which has acircular nature (Nyquist plot). The method is versatile,nonetheless, care must be taken when using it in structures thathave very close resonance peaks or very damped modes, whichmay cause a lack of the complete circular form [109]. TheCircle-Fit is a well-established technique, however, in somecases it cannot be used, e.g. in complex structures withundefined modes or with high modal density. This techniquecan be applied for well-spaced natural frequencies, as it doesnot demonstrate to be reliable for the identification of differentmodes with close natural frequencies. The Circle-Fit method isbased on the circularity of the Nyquist contour. Considering thestructural damping mechanism, the receptance function (α)forms a perfect circular outline, described by(7)(9)Where it can be inferred thatθω2 ω2𝑟𝑟 1 η𝑟𝑟 𝑡𝑡𝑡𝑡𝑡𝑡 2(10)Differentiating eq. (10) with respect to θ yields a functionthat describes the rate of change of the circle arc, given by2𝑑𝑑ω2ω2𝑟𝑟 η𝑟𝑟1 (ω/ω𝑟𝑟 )2 1 𝑑𝑑θ2η𝑟𝑟(11)by assuming maximum value when ω ω𝑟𝑟 , it can bedemonstrated by means of the following derivation of theFigure 1. Nyquist circle presenting relevant angles for modal analysis.Source: The Authors.102

Gasparetto et al / Revista DYNA, 87(214), pp. 100-110, July - September, 2020.eq.(11) with respect to the frequency and equating it to zero(critical point of the function), as shown by,𝑑𝑑 𝑑𝑑ω2 0,𝑑𝑑ω 𝑑𝑑θwhen (ω2𝑟𝑟 ω2 ) 0(12)The damping factor can be determined from the cartesianpoints of the FRF, e.g. the point “a” of Fig. 1, by using the eq.(10) rewritten asη𝑟𝑟 ω2𝑟𝑟 ω2𝑎𝑎12ω𝑟𝑟 𝑡𝑡𝑡𝑡𝑡𝑡(θ𝑎𝑎 /2)(13)Theoretically, the damping loss factor must be constant.However, due to measurement noise, non-linearity and errors,the estimated damping loss factor varies for different datapoints [9]. This variation may be useful to indicate the accuracyof the analysis. The modal constant, 𝐴𝐴𝑟𝑟𝑗𝑗𝑗𝑗 , can be extracted fromthe Nyquist contour, and it is expressed using the modal forms,𝐴𝐴𝑟𝑟𝑗𝑗𝑗𝑗 Φ𝑗𝑗𝑗𝑗 Φ𝑘𝑘𝑘𝑘(14)In addition, the modal constant can also be obtained fromthe diameter 𝐷𝐷𝑟𝑟𝑗𝑗𝑗𝑗 , which is conveniently quantized at thelocation of the natural frequency. Hence the modal phase anglecan be found as,𝐷𝐷𝑟𝑟𝑗𝑗𝑗𝑗 𝐴𝐴𝑟𝑟𝑗𝑗𝑗𝑗ω2𝑟𝑟 η𝑟𝑟or 𝐴𝐴𝑟𝑟𝑗𝑗𝑗𝑗 𝐷𝐷𝑟𝑟𝑗𝑗𝑗𝑗 ω2𝑟𝑟 η𝑟𝑟(15)Once the modal parameters have been extracted, it iscommon to make a comparison between the predicted dynamicbehaviour of the test framework and those observed inexperiments. The process of verifying the accuracy ofdynamically predicted and experimentally measuredparameters is essentially the validation of a model. One methodthat is commonly used is the MAC (Modal AssuranceCriterion).The typical frequency response function matrix containsunwanted data concerning a modal vector, and this can beattributed to changes in excitation locations or modal dataextraction techniques. Therefore, the consistency of theestimated modal vectors may be useful when evaluatingexperimental modal vectors, where the results can be contrastedemploying a scalar modal guarantee criterion [28]. The MACevaluates the degree of consistency, or linearity, between theestimated modal vectors, and is given �𝑋𝑋 2 {Φ𝑖𝑖𝑋𝑋 }𝑇𝑇 {Φ𝑗𝑗𝑋𝑋 } {Φ𝑖𝑖𝑋𝑋 }𝑇𝑇 {Φ𝑖𝑖𝑋𝑋 }{Φ𝑗𝑗𝑋𝑋 }𝑇𝑇 {Φ𝑗𝑗𝑋𝑋 }should approximate the unit, hence [𝑀𝑀𝑀𝑀𝑀𝑀] [𝐼𝐼], where [𝐼𝐼] isthe identity matrix. It is important to note that the MACcriterion does not indicate an effective measure of orthogonalitybetween modes, but a consistent correspondence.The EasyMod is an open-source toolbox, integrated withMATLAB and Scilab to perform modal analysis. This tool hasa series of functions that allows the identification of the modalparameters and subsequently validates them. Currently, thefunctions available are the Circle-Fit, as previously presentedin this paper, the Line-Fit and the Least Square ComplexExponential methods. In addition, some relevant functions areoffered to complete a modal analysis: operations in the FRF,FRF generation from mass, damping and stiffness matrices,MAC and modal collinearity [33]. Therefore, the estimation ofmodal parameters was performed with EasyMod due to itspracticality and accuracy, as presented in [34-36]. A completeEasyMod user-guide is available in the following reference[33].3. Experimental analysis using the GVT techniqueThe aircraft analysed in this paper and designed by theDraco Volans team of the University of Brasilia to meet thespecifications established in the regulations of the XIX SAEAero Design Competition is shown in Fig. 2.3.1. Structure detailsThe designed aircraft assumed a conventional airplaneconcept, which presents performance advantages in severalareas about other aircraft concepts concerning the imposedregulations. The design is composed of two independent parts,one is the structure of the fuselage and tailboom, and the wingcomposes the other.The aircraft is a lightweight structure, weighing 645 g; it hasa wingspan of 2126 mm, a chord at the root of 496 mm, a chordat the tip of 291 mm, and it was designed to withstand criticalsituations of in-flight loading and forced landing. Thecomponents used to build the main structure were laminatedsandwich plates of structural foam and carbon fibre for thecentral ribs; pultruded carbon tubes for the end wing spars; thinwall tube laminated with bidirectional carbon fibre for the main(16)Where {Φ 𝑋𝑋 } is the modal vector associated with theexperimentally estimated modes 𝑖𝑖 and 𝑗𝑗.The criterion returns values between zero (representing noconsistent match) and one (representing a consistent match).Thus, if the modal vectors under consideration exhibit aconsistent linear relationship, the modal assurance criterionFigure 2. Aircraft prototype designed for the XIX SAE Brazil AeroDesignCompetition.Source: The Authors.103

Gasparetto et al / Revista DYNA, 87(214), pp. 100-110, July - September, 2020.spar; balsa wood for the ribs, leading, and trailing edges; andpart of the leading edge was made from F7 Styrofoam. Themain dimensions of the structure are shown in Fig. 3, and thefinal structural layout in Fig. 4. Table 1 listed the componentsand their locations in the wing.The wing cover was made with MicroLite adhesive plastic.All components of the lateral section were fixed usingTEKBOND-793 quick curing glue, which fills gaps up to 0.1mm [37]. The components of the central section were joined bythe application of AMPREG A-26-SLOW resin, due to itsmechanical strength.3.2. SetupThe setup for the GVT is shown in Figs. 5 and 6. To simulatea free-free boundary condition, the wing was suspended using alight foam. We have tested to hang the wing by strings, but withthe excitation, it was excessively moving due to its lightweight,therefore affecting the measured response.Figure 3. Wing dimensions, in mm, designed by the Draco Volans Aerodesign.Source: The Authors.Figure 4. Structural layout an

Experimental modal analysis of an aircraft wing prototype for SAE . It is performed through theoretical (analytical or numerical) and experimental approaches. The theoretical technique uses the description of a physical model, which is composed of the mass, rigidity and damping [12]. The modal

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