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NASA Contractor Report 181992
HEAVILY LOADED JOINTS FORASSEMBLING AEROBRAKE SUPPORTTRUSSES
llannskarl Bandel, Nils Olsson, and Boris l,evintov
DRC Consultants, Inc. (Subconlraclor)
Flushing, NY 11354
TIlE BOEING COMPANY
Seattle, WA 98124
Contract NAS1-18224 (Task 14)March 1990
N/ ANational Aeronautics andSpace Administration
Langley Research CenterHampton, Virginia 23665
' " / k"'
https://ntrs.nasa.gov/search.jsp?R=19900011783 2020-07-29T05:27:39+00:00Z
TABLE OF CONTENTS
lo Civil Engineering Trusses:
Transition to Aerobrakes.
Evaluation, Application and
• Development of New Joint Concept for Use in
Aerobrake Structures
2-1 General Description of Aerobrake Structure
2-2 Description of Proposed Joint Concepts.
2-2-1
2-2 -2
2-2-3
2 -2 -4
2-2-5
2-2-6
2 -2-7
Grip Lock
Hammerhead - Slot Lock
Pin Connection
Hollow Nodal Sphere
Solid Nodal Point
Nodal Tree
Injected Connection
2-3 Material Specifications
2-4 Member and Joint Loading
2-5 Stress Analyses of Tubular Truss Member
2-6 Stress Analyses of Proposed Joints
2-7 Weight of Proposed Joints
1. Civil Enqineering Trusses: ....Evaluations_
Transition to Aerobrakes
Application and
Earth Evolution
Apparently, primitive man discovered that by tying diagonals
into the corners of his framed huts, the structure_ could resist
lateral loads. Armed with his basic intuition man adopted the
resulting triangulation method of connecting wood members.
Historically, it is difficult to find absolute proo£ of the use of
trusses to span large spaces. Correspondingly, nature has few
examples of the use of this structural form. However, a carved
seal survives from the third millennium B.C. discovered at Sus_,
Persia revealing what appears to be a Warren-type truss supporting
a granary. Temple ruins from the Greek Mycer_aean _eriod suggest
roof spans that could have only been achieved by a trussing system.
We know the truss in a from as we conceive it today was used to
enclose the great spaces of the Roman basilicas. The Pantheop
portico, constructed about ]30 A.D., lasted until it was torn down
in 1625. This bronze trus_ was very accurately depicted in the
drawings of Palladio prior to its destruction. I_edieval times,
spanning from the Roman Empire to the Renaissance, saw the truss
form continue in use across Northern Europe in the application of
half-timber framing.
The Renaissance, largely through the efforts of Andrea
Palladio (1518-1580), saw the truss emerge in both bridge and roof
construction. His Palladin truss, still in use today, ushered in
the era of the engineered truss--based on present day understanding
of statics. The Swiss brothers Goubermann built a 390-foot span
timber truss bridge in 1758.
The migration across North America saw a great deal of
empirical engineering employed, intuitively, by American engineers
accommodating the expansion west across a vast array of rivers and
mountain ranges. The first of these bridges was built of wood but
some wrought iron (tension members) and cast iron (compression
members) were integrated into the proliferating number of wooden
truss bridges. Very quickly, however, these trusses became all
metal paralleling the rapid development of the iron and steel
industry in the USA. The first patent for an all metal truss
bridge in the USA was in 1831.
Metal Trusses
Planar truss applications in civil engineering structures
continued to provide alternatives for the designer who was seeking
minimum mass through optimization of form. London's 1853 Crystal
Palace took full advantage of this rationale in the long span roof
and floor iron truss system then employed. The Hall of Machines
with 375-foot span trussed arches at the 1889 International
Exhibition in Paris was surpassed only by Gustave Eifel's
magnificent use of the truss in the tower at this same event
bearing his name to this day.
The Twentieth Century witnessed a continued expansion of
trusses in civil engineering by capitalizing upon the use of steel.
Aircraft and automobile factories required large open spaces
therefore calling upon the truss for long span, lightweight, stiff
framing systems in the 1930's. A 20th Century civil structure that
played a major role in the industrial expansion of America
beginning in the 1920's was the electric transmission steel trussed
tower. This application exemplified the use of light, economical,
easy to transport, pre-manufactured elements which are readily
assembled and required minimum maintenance--not unlike our task at
hand. The skyscraper, too, provided more economical applications
starting in the 1960's with the incorporation of vertical trusses
into their skeletal frames. The oil industry showed an early need
for trussed towers along with today's offshore drilling rigs.
We see that transportation and industry were major driving
factors behind the development of the truss in the 20th Century
moreover, though, we see the move to outer space first through the
giant truss supported radio telescopes, the rocket launch towers
and the remarkable Vehicle Assembly Building (1967) having a record
volume 129 million cubic feet, expandable to 178 million cubic
feet, all embraced by trussed vertical bays all capped a horizontal
roof truss.
3-D Trusses
Now, literally moving into another dimension with trusses, we
encounter tri-dimensional trussing. Therefore, a truss may be on
a continuous surface which is not flat and be stressed with forces
having both tangential and perpendicular components to this
surface. Correspondingly, a truss may have members in more than
one plane. An example being the tri-dimensional truss which is
4
made up of elements located within three planes forming a triangle
in section. Space frames are a form of tri-dimensional trusses.
They find applications horizontally as roof and floor systems and
vertically as walls and columns. Trusses and space frames
correspond, respectively, to one way and two way plates. A space
frame is a system of two parallel grids connected by diagonal
members or an assembly of three dimensional modular units formed
by the edges of tethedra (polyhedra).
Joints
Joints have always been the most critical element in the
manufacture of trusses. When Caesar crossed the Rhine it was on
a wood truss bridge held together with bronze hardware made in
Spain. More recently, the advent of welding has greatly minimized
large gusset plates previously needed for riveting and bolting
truss connections. The acceptance of welded construction ushered
in the use of tubular elements for trussing which due to their
symmetrical sections minimized joint eccentricities and maximized
their structural efficiency, especially for compression members.
So, without gusset plates and with the efficient symmetry of tubes
5
eccentricities were practically eliminated. Their development
enhanced the evolution in Germany during the 1920's of space frame
systems. The popular architectural philosophy of this period was
the application of industrial methods to building technology with
the consequent development of the first space frame systems.
The MERO joint evolved in this environment and is still in use
today along with another currently popular system from Germany, the
Octaplatte. Other well known standard systems available are: from
North America, the Unistrut and Triodetic; from France, the Unibat;
and from Britain, the Nodus and Space Deck. With truss
applications, according to the situation, the choice can be a
standard, commercially available system or a specifically
engineered solution fabricated solely for a specific condition.
With this option available we recognize the difficulty in
categorizing space frames by type of node for there is an infinite
number of possible factors affecting connector types: shapes such
as flat, bent or built-up gusset plates; clamps as used in
scaffolding; hubs, stars and internally threaded polyhedra or
externally threaded node projections; required assembly or a
finished manufactured item; strut and tie preassembled elements
6
such as solid, tubular or open sections with member connections
achieved by bolting, welding, gluing, keying along with other
special techniques.
Construction of civil space structures is a vital aspect
relating to the design. Foundation conditions play a major factor
especially for large roof structures and can rule out the space
truss in the case of poor soil conditions. Moreover, though,
depending on scale and sequence of erection, temporary support or
lifting systems may be elected including large preassembled pieces
in the latter case and smaller building blocks for falsework
erection. Preassembled space frame elements can be shipped over
the road in pieces as large as 60' x 15', a familiar size to the
space shuttle.
Aerobrake
Thus, in gathering our experience with trusses on earth from
civil engineering applications we are brought to what may be termed
the leading edge of gravitational space frame technology. There
are design considerations which will push loading beyond the one-
G environment such as seismic and live load impacts with a
corresponding fractional G environment in the sea. Passing beyond
into the zero-G environment casts a different perspective upon the
design, construction, performance, maintenance and cost for space
trusses. More specifically, however, the aerobrake design will
call for related parameters that include assembly in a zero-G area
with corresponding performance requirements in a greatly magnified
G zone. So, when looking for a data-base for 3-D joints in space
frames we can only draw upon experience which exhibits slightly
less or a little more than one-G structures to lead us into
solutions for 3-D space truss joints whose gravity conditions can
range from zero to six G's.
Recognizing the infinite possibility for types of 3-D joints
on earth we first conclude that premanufactured strut and tie and
joints are necessary because of the narrow, sectionalized, weight
sensitive road we have available to us in the belly of the 15-foot
diameter, 60-foot long cargo bay carried atop the costly propellent
system of the shuttle. Therefore, this eliminates from our
consideration the most heavily loaded joint systems now available
in the form of engineered, sole solutions which have a
developmental cast of less than 10% of the system construction
8
costs.
The great majority of 3-D truss applications in space will be
for zero gravity loading. This includes trusses for platforms,
beams, antennas, semi-monocoque shelters and sunshields. The semi-
monocoque aerobrake truss being the exception. The enormous
transient loadings this truss configuration will be subjected to
will again draw our 3-D joint experience far from the mark when
compared to earth-bound comparisons.
Industrial experience with 3-D trusses will amortize
developmental cost over many specific applications. In some cases,
these will number in the thousands. However, the aerobrake
developmental costs, due to its unique utilization in space, will
be applicable only to a relatively few cases, moreover, these
standardized components are so anomalous to sole, zero-G structures
that they would not prove economical in comparison, therefore,
their inventory would be separate.
The major consideration of this study is to produce a 3-D
joint subject to loads exceeding those of the typical earth bound,
premanufactured systems. They will contain strut-tie elements
which can be joined togethe_ in a zero-G environment without tools
9
or parts assembly by a relatively high loaded 3-D nodal system.
All of the data base studies have joints with many parts, having
high erection tolerances, requiring intermediate construction
phases and using erecting equipment and tools. The data base
information shows no evidence of specific length variations in
strut-tie elements. Their installation or replacement requires
some method of removing or applying external loads to allow for
length adjustments.
Utilizing the new composite materials will reduce delivery
loads and increase the strength to weight ratios to minimize the
delivery cost per volume of materials. Adequate stiffness can be
achieved through a wealth of experience from the truss data-base.
Also from the data-base we have a firm understanding of methods and
significance of focused axial loads through the vortex of the nodal
joints.
Construction of the aerobrake would be done either piece by
piece from portable component packages through EVA starting at the
center and developing the truss outward towards its limiting
perimeter. This process could be achieved through EVA but, to
reduce this type of activity, larger preassembled blocks could be
I0
developed and delivered from the shuttle's bay with temporarily
attached, radio controlled, video monitored thrusters for
attachment to the expanding perimeter of the aerobrake.
Conclusion
Historically, we have seen how closely tied the development
of the truss has been to materials development and technology
tzansfer. Corresponding to the rapid change in the 1830's from
wood to all metal trusses is today's transition from metals to
composites. This latter development has amazingly reached the
point where today the volume of plastic exceeds the volume of
metals produced.
Nevertheless, our conclusion is that the aerobrake truss will
account for a relatively small fraction of 3-D truss joints and
truss elements in space structures due to the wide range of loading
conditions it is subjected to, whereas the great preponderance of
truss structures to be built in outer space are for the lightly
loaded zero-G environment. Correspondingly, we have seen that in
civil structures the heavy trusses are invariably custom designed
as contrasted to the more lightly loaded roof systems utilizing
l!
premanufactured components available in the market place. When
considering the data base available for all civil truss structures
we find it to be practically infinite, therefore, we have
selectively identified certain premanufactured joints that provide
a general readily available data base for lightly loaded 3-D
structures in space. Moreover, the heavily loaded 3-D joints,
premanufactured for shuttle transport, zero-G assembly and
multiple-G transient gravity loads are significantly distant from
our traditional data base whereas all other zero-G structures can
profit to a larger degree from available mass produced systems.
The rapid growth of the composite materials industry now
closely followed by explosive developments in ceramics would appear
to herald the demise of metals but for the new processes emerging
in this field: super plastic forming, rapid solidification and
mechanical alloying. These changes and applications to 3-D trusses
will certainly parallel the historical transition from wood to
metal described in this paper. Nodes will be a product of these
metallic processes and the strut and ties effected by composites.
Materials will be the engine driving us from this point of
departure away from the traditional solutions and redirecting our
12
efforts toward the application of these lighter and stronger
elements. Composites have been costly due to labor intensive
layering processes but with the production of the composite B-2
stealth bomber automation has been utilized and portends well for
improved economy in the composite industry. Similarly, new
processes for composite metals will greatly affect the nodal
geometry on the heavily loaded aerobrake truss. Furthermore,
"smart" materials will ultimately play a part in the aerobrake and
other structures in space with built-in sensors and micro computer
transponders.
13
• Development of New Joint Concepts for Use in Aerobrake
Structures
2-1 General Description of Aerobrake Structure
The proposed Pathfinder mission will utilize a large area,
hard surface aerobrake to decelerate a manned spacecraft on entry
into the Martian atmosphere. The following description focuses on
and is restricted to possible member connections for a three-
dimensional (3-D) truss support of the aerobrake surface used to
decelerate a manned spacecraft on a Mars orbital atmospher_ entry.
Such a truss will have a plan view spanning approximately 120 feet
between opposite, parallel, faceted perimeter elements. This 3-
D truss is described by two slightly concentric levels of
structural elements separated but connected by vertical and
diagonal members forming the depth of the 3-D truss. The
rectilinear strut and ties are i0 feet in length with diagonals
correspondingly slightly longer than 14 feet. Strut and ties,
connections and nodes are designed for an ultimate concentric load
14
of 150,000 pounds. These truss elements are graphite reinforced
epoxy pipes of approximately 6 inches in diameter. The pipe ends
are capped with titanium fittings for their connection to nodes
made of the same material. Other metals with equally satisfying
properties can be employed in place of titanium. Optimized truss
assembly in a zero-G space environment requires minimizing
extravehicular activity (EVA), manual labor and tools. All strut
and tie members may be designed for length adjustments during
installation, replacement or adjustment. And, they can be
configured in such a fashion as to provide a more dense package by
shaping them into cones then stacking them one within the other for
trans shipment and dispersement. There is no provision for
adjustment due to rotational misalignment at the nodal points
except in scheme #7, the pinned injection connection. All
connections are mechanical except #7 which is made rigid by
injecting an epoxy compound. This connection may be classified as
a bonded joint. Seven different nodal schemes are proposed in this
study with their narrative _nd graphic descriptions provided within
the body of this document.
15
2-2-1 Scheme tl - "Grip Lock Concept,,
The titanium end fittings of the 6-inch diameter graphite
reinforced epoxy pipe member are shaped into a wide flat hook which
grips onto an identically shaped hook formed onto a stub extension
from the node element. After both sides of the connection are
mated, a circular lock-ring is advanced along the axis of the tube
toward the node over the interlocking hooks. The lock-ring
prevents separation and rotation of the pipe member with respect
to the nodal points. The lock-ring is kept in place by a retainer
button which is a temperature resistant rubber plug. This spring
plug is of a rubber type (EPDM) which remains elastic at very low
temperatures. This connection has the simplest geometry for two
interlocking members.
Assembly in space does not require any tools and can be
performed with one hand. The locking ring has an exterior,
annular, concave depression which allows for a firm grip with the
thumb and fingers of a space glove. The diameter of the locking
ring is sized so that a hand-span provides a firm grip. The
16
cylindrical stub extensions from each nodal point spring from a
solid plate which is in the plane of the upper and lower chords of
the 3-D truss. A maximum of nine possible stub extensions would
occur for a conventional space truss at each of these nodes.
Additionally, within the defined intersticial space, diagonal
and vertical pipe elements span between node grids. The node
element is a precision casting of titanium. The indicated mass can
be reduced by a more accurate stress analysis permitting material
reduction between the stub extensions. The end fittings of the
pipe members can be detailed with a threaded connection making
possible a length adjustment of the member in a fashion similar to
that proposed for scheme #2.
17
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2-2-2 Scheme }2 - ,,Hammerhead - Slot Lock,,
The end fittings of pipe members are shaped into a slotted
double claw which is slipped over a hammerhead shaped extension
projecting from the node. After vertical or horizontal insertion
of the hammerhead into the double claw, opening of the connection
is prevented by threading a locking ring over the hammerhead. With
this ring torqued against the hammerhead loosening of the locking
ring is prevented. A second lock ring, working in tandem, allows
for a length adjustment of the pipe member. The relatively small
thickness of the hammerhead extending from the nodal casting allows
for a small and therefore lightweight nodal point. With the strut
and tie members engaging their end claws over the hammerhead it is
necessary to turn the axis of the hammerhead 90 degrees from the
diagonal in order to provide clearance. The tight, tapered fit of
the hammerhead into the claw gives sufficient rotational restraint
to the node when fully inserted. The lock rings have spaced,
cylindrical sockets serving as locking keys for small tool torquing
points along the ring perimeter.
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2-2-3 Scheme #3 - "Pin Connection"
This connection uses the most elementary principle proposed-
-simply a pin connecting two plates. In order to avoid
eccentricity the end fitting of the truss member is placed between
two close parallel plates thereby straddling the single plate
projecting from the node. A pin is inserted, after aligning the
holes, creating an efficient double shear pin connection. The pin
has a conical shape in order to facilitate its' alignment for
insertion into the holes. The position of the pin is secured by
tightening a pre-installed safety bolt.
The function of the pin is to eliminate a hinge which could
result in a stability problem at the nodal point if members under
compression are misaligned when double hinged connections tend to
form at pins in the opposite member ends. Consequently, it is
necessary to lock the pin connection against rotation after
assembly is completed. The locking may be done even when in a
slightly misaligned rotational position by providing a fill-plate
between hinge plate and nodal surface which, due to its beveled
ends and twin screws, can be adjusted for any misalignment.
25
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2-2-4 Scheme |4 - ,,Hollow Nodal Sphere"
The major characteristic of this concept is that the total
joint can be assembled at a remote location. The metal end
fittings of the pipe members are detailed in such a way that only
a single large bolt makes the connection. This bolt is threaded
through a hole in the hollow, spherical node and into the end of
the pipe member. If adjustment in length of the member is required
the pipe can be threaded along its axis as in scheme #2 or remain
retracted with length adjustment accommodated by the tandem
threaded rings. The single connection bolts are simply tightened
from inside the node plate to a specified torque. A simple, preset
torque tool for tensioning these closely spaced bolts could be
advantageous. Despite its apparent size the hollow node is
lightweight. The wall thickness of the sphere has to be determined
by a thorough finite element analysis or by empirical methods. The
node is open, flattened and reinforced by a perimeter stiffening
ring with its flush surface facing the outside of the trussing.
This flush surface provides areas where heat resistant atmospheric
entry panels or other equipment may be attached.
29
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2-2-5 Scheme t5 - "Solid Nodal Point'/
This concept is the opposite of Scheme #4. The single
connection bolt is attached to the pipe end fitting. The bolt can
be retracted in order to shorten the member between nodal points
for assembly. After alignment, the bolt is advanced into a solid
node along its threaded axis from the pipe end fitting. This
arrangement probably results in the smallest and lightest nodal
point, however, the threads within the node have to be cast
producing a possible fabrication problem.
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2-2-6 Scheme J6 - "Nodal Tree"
Scheme #6 has two distinguishing features. First, half-
length pipes are all preassembled at the node point and positioned
for extending the truss matrix by coupling contiguous arms at their
mid span with the adjustable slip-joints. Preassembly of the node
members allows a reduction of the EVA splicing operation by as much
as 50%. The second advantage resulting from half-length pipe is
that these pieces can be made in a conical shape and stacked one
within the other thereby reducing storage volume and effecting more
efficient shuttle transport and container packaging for EVA
assembly.
The construction sequence could follow this scenario: multi
axial half members are threaded and locked in a focused pattern to
the nodal joints within the space shuttle. Then, the preassembled
nodes, with radiating half-length spokes, are moved to their final
location at the expanding truss perimeter where these barbed-like
pieces require only pipe connections instead of pipes and nodes
during EVA. The member connection at mid span is done by a simple
33
splice and locking ring. In the scheme shown on drawing S6-2, a
complete symmetrical sleeve is placed over symmetrical member
fittings and a locking bar is lowered by turning a pin screw. In
the scheme shown on drawing S6-3, the locking of the splice ring
is done by inserting an additional locking ring.
34
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2-2-7 Scheme #7 - -Injected Connection,,
Basically, with this scheme, a loose initial connection
between the nodal point and the members is made. This connection
is then made rigid by injecting a high strength epoxy filler.
Moreover, the epoxy filler can be dissolved, when desired, by
application of heat. A male extension at the end of the member is
inserted into a receptacle attached to the nodal point. Their
relative position is then fixed by locking a ring over the
connection. The very loose fit of the connection allows for
dimensional correction of the trussing in length and rotation. The
total trussing can be erected and adjusted to a final shape before
the epoxy filler is injected. After injection, the joint is
rigidly held into its position within the final truss matrix.
38
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Report Documentation Page
1. Report No.
NASA CR-181992
2. Government Accession No.
4. Title and Subtitle
Heavily Loaded Joints for Assembling Aerobrake
Support Trusses
7. Author(s)
Hannskarl Bandel, Nils Olsson, and Boris Levintov
9. Pedorming Organization Name and Address
The Boeing CompanyP.O. Box 3999
Seattle, WA 98124
Subcontractor:
DRC Consultants, Inc.
34-36 Union Street
Flushing, NY 11354
12. Sponsorin£ Agency Name and Address
NASA Langley Research Center
Hampton, VA 23665-5225
3. Recipieht's Catalog No.
5. Report Date
March 1990
6, Performing Organization Code
8. Performing Organization Report No.
10. Work Unit No.
591-22-31-01
11. Contract or Grant No.
NASI-18224 (Task 14)
13, Type of Report and Period Covered
Contractor Report
14. Sponsoring Agency Code
15. Supplementa_ Not_
H. Bandel, N. Olsson, and B. Levintov: DRC Consultants, Inc., Flushing, New York.
Langley Technical Monitor: John T. Dorsey.
This report was prepared by DRC Consultants, Inc., under Contract #2-4460-JLK-30490
to The Boeing Company.
16. Abstract
The major emphasis of this study was to develop erectable joints for large
aerobrake support trusses. The truss joints must be able to withstand the
large forces experienced by the truss during the aero-pass, as well as be
easily assembled and disassembled on orbit by astronauts or robots. Other
important design considerations include; strength, stiffness, and allowable
error in strut length. Six mechanical joint designs, as well as a seventh
joint design, where a high strength epoxy is injected to make the connection
rigid, are presented.
_17. Key Words(SuggestedbyAuthor(s))
Aerobrake
Heavily Loaded Joints
Space TrussesErectable Structures
19. SecuriW Cla_if. (of this report)
Unclassified
NASA FORM 1626 OCT 86
18 Distribution Statement
Unclassified - Unlimited
Subject category: 18
20. SecuriW Cla_if. (ofthispa_)
Unclassified
21. No. of pages
111
22. Price
A06