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IRJET- Static Structural Analysis of Landing Gear for Different Titanium Alloys
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1.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 2785 STATIC STRUCTURAL ANALYSIS OF LANDING GEAR FOR DIFFERENT TITANIUM ALLOYS Rishabh Chaudhary1, Srishti Singh1, Vipul Saxena2 1Student, Dept. of Mechanical Engineering, JSSATE, Noida, India 2Assistant Professor, Dept. of Mechanical Engineering, JSSATE, Noida, India ---------------------------------------------------------------------***---------------------------------------------------------------------- Abstract - The landing gear is an assembly of various structural members which supports the aircraft frame. It also consists of energy absorption components and brakes. Itisone of the major components of the aircraft design. Landing gear has to withstand heavy load during landing and take-off without any detrimental deformation to its structure and provide comfort to the passengers. The material used for landing gear must have sufficient strength to withstand such heavy landing and take-off loads. Pure titanium and titanium alloy represented as Ti-6Al-4V are generally used for shock absorber struts. This paper tells about structural analysis of outer cylinder of oleo pneumatic shock absorber modelled in CREO 3.0 and compares the results of three titanium alloysfor shock absorber on the basis of static structural analysis performed in ANSYS 19.2. Key Words: Structural analysis, Titanium alloy, Oleo cylinder, Deformation, Stress. 1. INTRODUCTION The landing gear is most vulnerable to failure as landing produces very high impact loads on this structure. These loads generated, which are significantly high, may be the determining parameters for designingofthemainbodyofan aircraft called fuselage. A typical pneumatic shock absorber strut uses energy absorbing elements like nitrogen and a hydraulic fluid to absorb and dissipate shock loads. Shock strut is constructed of two cylinders that collapse in to each other by sliding and are closed at external ends.Theouter or the Oleo cylinder is fixed to the aircraft while the inner cylinder if free to rotate and move up and down within the outer cylinder. Constrained motion is provided to these cylinders by ‘torque links’ which themselves are connected by the help of torque arm as pin joint. These torque arm connects the inner and steering collar that are located at the outer cylinder. Titanium and titanium alloys have proven their worth over the decades. They are technically superior for various applications including aerospace industries and marine equipment. They are also utilized in commercial products due to their cost effectiveness [1].Titaniumalloyshave great static strength, fatigue strength and fracture toughness. Moreover, titanium alloys have replaced steel-based components like frames and joints which requires more strength, thus reducing the overall weight. Vinicius A. R. Henriques discussed some remarkable properties of titanium, namely, composite compatibility and heat resistance[17]. TIMETAL 834 is castable, andhencerequireminimal tooling. It also has good weldability with all the existing welding techniques for titanium, in addition to good forgeability.Itis being used as blades in aeroengines. Another alloy of titanium, Ti-7Al-4Mo which is mainly used as compressor blades, possess higher strengthandcreepresistancethanTi- 6Al-4V. Aluminium, which is the most commercially used alpha stabilizer is added to titanium. It contributes to increase the tensile strength and creep strength along with additional advantage of low density. Molybdenum is a beta stabilizer, which provides the advantage of lower deformation and makes it heat treatable. Material of the shock absorber strut plays a pivotal role in providing strength to the whole landinggearassemblyofthe aircraft. In this paper outer cylinder of the shock absorber is analysed for three different titanium alloys to compare the results. The material used in landing gear should be light weight and be able to absorb shocks. The objective is to compare other two titanium alloys with the commonly used Ti-6Al-4V. All the analysis related to this paper is done in ANSYS 19.2. 2. METHODOLOGY The analysis of landing gear will be done for different Titanium alloys. The landing gear with differentalloyswillbe tested by applying a force during the landing under static structural analysisinANSYS19.2.Thenthetotaldeformation, maximum principal stress and strain were calculated for different alloys after applying the boundary conditions and load. 2.1 Material Titanium alloys have high specific strength among all the metallic materials below 400℃. Though they are light weight, they provide strength and resistance to corrosion [2]. Ti-6Al-4V is the most commonly used material in aerospace industries.Thestudyofdifferenttitaniumalloysis carried out and two titanium alloys (Ti-7Al-4Mo and TIMETAL 834) are selected for landing gear assembly and are tested for same load and boundary conditions.
2.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 2786 Table 1. Material specifications for landing gear (Source: MatWeb, July 2019) Material specifications Properties Ti- 6Al- 4V Ti- 7Al- 4Mo TIMETAL 834 Units Density 4.43 4.48 4.55 g/cm3 Young’s Modulus 113.8 116 120 GPa Poisson’s Ratio 0.342 0.32 0.32 - Tensile Yield Strength 880 827 930 MPa Tensile Ultimate Strength 950 896 1050 MPa Coefficient of Thermal Expansion 8.6 9.50 10.6 µC-1 2.2 Geometry The model of landing gear is made in CREO 3.0 as a part file. Then the model is imported into ANSYS after converting PART file into IGS format. Figure 1. CAD model (left) and Oleo cylinder detailed drawing (right) 2.3 Meshing In order to get accurate results, it is required to havesmaller aspect ratios and hence tetrahedron meshing is used for outer cylinder as it provides aspect ratio close to unity. It provides a greater number of elements in the mesh. Therefore, a patch conforming methodisutilized togenerate Tetrahedron meshing to carry out the calculations. An element size of 12mm is used for generating mesh elements. A total of 31699 Nodes and 17538 elementsweregenerated. Figure 2. Tetrahedron meshing for Oleo cylinder with 12mm element size 2.4 Boundary Conditions Two boundary conditions are applied. First, fixed support at the top end of the component. Second, a forceof15KN atface at bottom end. Figure 3. Fixed support at top Figure 4. Force at bottom end
3.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 2787 The landing gear is subjected to a very large magnitude of fluctuating load which generates stress in the component. This is approximated to a static load to ease the calculations. Total deformation, maximum principal stress, strain is calculated by using ANSYS solver. Details are provided in Table 2. 3. RESULTS The structural behaviour of Oleo cylinder has been studied for three different Titanium alloys. The results are tabulated and compared. The potential of Ti-6Al-4V material for parts requiring more strength in airframes and other aerospace applications has been an area of interest to researchers. TIMETAL 834 is a near alpha titanium alloy offering increased tensile strength and creep resistance up to 600℃ along with increased fatigue strength. Figure 5, 6, 7 compares the total deformation for the three alloys. TIMETAL 834 holds higher yield value than other two materials. So, for given boundary conditionsasstatedabove, TIMETAL 834 shows least total deformation and maximum principal stress. Hence, TIMETAL 834 holds a good performance. Figure 8, 9, 10 compares the maximum principal stress for the three alloys. Maximum principal stress contour clearly shows that principal stress is highforTi-6Al-4Vcompared to other Titanium alloys analysed. Deformation Figure 5. Deformation for Ti-6Al-4V Figure 6. Deformation for Ti-7Al-4Mo Figure 7. Deformation for TIMETAL 834 Maximum principal stress Figure 8. Maximum principal stress for Ti-6Al-4V
4.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 2788 Figure 9. Maximum principal stress for Ti-7Al-4Mo Figure 10. Maximum principal stress TIMETAL 834 Equivalent elastic strain Figure 11. Equivalent elastic strain for Ti-6Al-4V Figure 12. Equivalent elastic strain for Ti-7Al-4Mo Figure 13. Equivalent elastic strain for TIMETAL 834 Table 2. ANSYS results Properties Ti-6Al-4V Ti-7Al-4Mo TIMETAL 834 Total deformation 0.244 0.241 0.233 Maximum principal stress 51.295 50.93 50.93 Equivalent elastic strain 0.00041 0.00041 0.00041
5.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 2789 4. DISCUSSION 0.225 0.23 0.235 0.24 0.245 Ti-6Al-4V Ti-7Al-4Mo TIMETAL 834 Deformation deformation Figure 14. Deformation plot The landing gear is required bear loads without any permanent deformation and the stresses should be below critical yield point to meet FFA regulations. 50.7 50.8 50.9 51 51.1 51.2 51.3 51.4 Ti-6Al-4V Ti-7Al-4Mo TIMETAL 834 Maximum principal stress Maximum principal stress Figure 15. Maximum principal stress plot The maximum value of normal stress is called maximum principal stress. It basically combines both normal stresses and shear stresses. All structural members of an aircraft are subjected to one or more alternate stresses. Therefore, the strength of aircraft materials must be great enough to withstand force of varying stresses. Figure16. Equivalent elastic strain plot Elastic strain is a type of strain in which a distortedbodycan return to its original shape and size when distorting force is removed. Elastic strain can be understood as distortion of crystal lattice and not a dislocation in lattice. The materials used for aircraft components should be tough enough to withstand the elastic strains induced due to alternating stresses. 5. CONCLUSIONS The Oleo cylinder is modelled in CREO 3.0 and analysed in ANSYS 19.2 using static structural analysisastheaccuracyof solutions depend upon quality of mesh. A tetrahedron mesh has been used to ensure accurate solution. Then the results have been compared for three different materials Ti-6Al-4V, Ti-7Al-4Mo and TIMETAL 834. The results have been compared on the basis of parameters namely total deformation, maximum principal stress and equivalent elastic strain. Material Ti-7Al-4Mo and TIMETAL 834 shows lesser total deformation and stress than Ti-6Al-4V under similar conditions. The deformation and stress plot show that TIMETAL 834 has better results compared to other two materials analysed. The deformation of oleo strut for same loading conditionhasreducedby4.508percentforTIMETAL 834 compared to the commonly used Ti-6Al-4V. Also, the stress for same load conditions has reduced by 0.711 percent. So, application of TIMETAL 834 will help improve the life the strut and avoid landing gear damage. REFERENCES [1]Nunes Rafael et al., 1990. ASM Handbook Vol. 2, Materials Park, Ohio, ASM International, p 586 [2]Dutta, A., 2016. Design andAnalysisofNoseLandingGear. InternationalResearchJournalofEngineeringandTechnology (IRJET), 3(10), 261-266
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International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 06 Issue: 07 | July 2019 www.irjet.net p-ISSN: 2395-0072 © 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 2790 [3]Mouritz Adrian P, 2012, Introduction to Aerospace Materials, Woodhead Publishing, 1 edition, p 49 [4]Abdel Salam Hamdy Makhlouf, Mahmood Aliofkhazraei, 2015, Handbook of Materials Failure Analysis with Case Studies from the Aerospace and Automotive Industries, Butterworth-Heinemann, p 168 [5]Dileep, E., Oblisamy, L., Krithiga, R.S. and Jacob, J., 2016. Structural Analysis of Aircraft Landing Gear During Rough Landing, International Journal of Engineering Trends and Technology (IJETT) 41 [6]Rajesh, A. and Abhay, B., 2015. Design and analysis aircraft nose and nose landing gear. J. Aeronaut. Aerosp. Eng, 4(2), pp.74-78 [7]Ying XING, 2012. The Strength Analysis Of The Diagonal Stay Of Aircraft Landing Gear Based on ANSYS [8]Babu, N.S., Modal Analysis of a Typical Landing Gear Oleo Strut, International Journal of Recent Trends in Engineering and Research [9]Daniels, J.N., 1996. A method for landing gear modeling and simulation with experimental validation [10]Alex, I.I.I.M., 2016. Design and Analysis of Modified Oleo Strut ShockAbsorber System in Aircraft Landing Gear. nternational Journal of TechnoChem Research, 2(02), p 106- 109 [11]Ossa, E.A., 2006. Failure analysis of a civil aircraft landing gear. Engineering Failure Analysis, 13(7), p 1177- 1183 [12]Lee, H.C., Hwang, Y.H. and Kim, T.G., 2003. Failure analysis of nose landing gear assembly. Engineering Failure Analysis, 10(1), p 77-84 [13]Lei, Z., Hongzhou, J. and Hongren, L., 2008. Object- oriented landing gear model in a PC-based flight simulator. Simulation Modelling Practice and Theory, 16(9), p 1514- 1532 [14]Infante, V., Fernandes, L., Freitas, M. and Baptista, R., 2017. Failure analysis of a nose landing gear fork. Engineering Failure Analysis, 82, p 554-565 [15]Xiangjun, K., Ningning, L.,Chunsheng,L., Xianbo,X., Bo,L. and Bing, X., 2015. Landing gear ground load measurement and verification test for a large passenger jet. Procedia Engineering, 99, p 1426-1433 [16]Inagaki, I., Takechi, T., Shirai, Y. and Ariyasu, N., 2014. Application and features of titanium for the aerospace industry. Nippon steel & sumitomo metal technical report, 106, p 22-27 [17]Henriques, V.A., 2009. Titanium production for aerospace applications. Journal of aerospacetechnology and management, 1(1), p 7-17
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