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

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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