STRUCTURAL DYNAMICS

SRN:
 Section 1:
1) Given parameters:
Cantilever beam of length, L = 3 m
Depth, D = 0.04 m
Width, W = 0.5 m
Wall thickness, t = 0.003 m
Young’s modulus of the material, E = 70 GPa
Poisson’s ration, ϑ = 0.3
Density of the material, ρ = 2800 Kg/m3
The details of the cross-section of the beam is given below:

To obtain the first bending and torsion nodes, a polynomial should first be assumed.
The criteria to obtain the polynomials are given below:
 The polynomial must satisfy the geometric boundary conditions.
 The assumed functions must be linearly independent of each other.
W.J Duncan suggests that for a cantilever beam of length, L, the following polynomial
expression satisfies the geometric conditions:

For j = 1, the assumed displacement function is:

2 3 4

V(x) = 23x - 481x + 243

x
Now, to find the value of the first bending mode using the Rayleigh’s method, we use
the equation:

3 3
H ∗B h ∗b
Moment of inertia, Ix = 12 - 12 = 1.048E-06 m
-4

Where,
B = 0.5 m
H = 0.04 m
b = 0.5 – (2 * 0.003) = 0.494
h = 0.04 – (2*0.003) = 0.034
Density, ρ = 2800 kg/m3
Cross section area, A = (B*H) – (b*h) = 3.204E-03 m 2
Now, differentiating V(x), we get
2 3
dV 4 x 12 x 4 x
= − +
dx 3 81 243
2 2
d V 4 x 12 x 4
= − +
dx
2
243 81 3

Now, integrating it, we get

3

∫ (V ( x ) )2 = 4.06
0

3
d2V 2
∫( dx
2
) =¿ ¿0.97
0
Substitute the above values in the equation given below:

Upon substitution, we get

ωb = 33960 rad/s
= 33960 * 0.1592
= 5400 Hz
Thus, the first bending mode occurs at 5400 Hz.
For j = 2, the assumed displacement function is:
10 x 3 10 x 4 x5
V(x) = 61 243 - + 729

Now, differentiating V(x), we get

3 4
dV 30 x ² 40 x 5 x
= − +
dx 61 243 729
2 3
d V 20 x 120 x ² 60 x
= − +
d x 2 729 243 61

Now, integrating it, we get

3

∫ (V ( x ) )2 = 1.38
0

3 2 2
∫ ( dd xV2 ) =¿ ¿0.45
0

Substitute the above values in the equation given below:

Upon substitution, we get
ωb = 2646 rad/s
= 2646 * 0.1592
= 421.2 Hz
Thus, the second bending mode occurs at 421.2 Hz.
For j = 3, the assumed displacement function is:
5 x4 2 x5 2 x6
V(x) = - +
81 81 729

Now, differentiating V(x), we get

dV 20 x 3 10 x 4 12 x 5
= − +
dx 81 81 729
2 4 3
d V 60 x 40 x 20 x ²
= − +
d x 2 729 81 81

Now, integrating it, we get

3

∫ (V ( x ) )2 = 0.52
0

3 2 2
d V
∫( dx
2
) =¿ ¿10.37
0

Substitute the above values in the equation given below:

Upon substitution, we get
ωb = 161828 rad/s
= 161828 * 0.1592
= 25763 Hz
Thus, the third bending mode occurs at 25763 Hz.

2) Similarly, the frequency of the first bending by Rayleigh method where V=

4.5 L x −x is given by:
2 2 4

From the value of V(x),

dV 3
=162 x −4 x
dx

d2V
2
=162−12 x ²
dx

Now, integrating it, we get

3

∫ (V ( x ) )2 = 56596
0

3
d2 V 2
∫( dx
2
) =¿ ¿50738
0

Substitute the above values in the equation given below:

Upon substitution, we get

We get,
ωT = 9121 rad/s
= 9121* 0.1592
 = 1452 Hz
Thus, the first bending mode by Rayleigh method occurs at 1452 Hz.

3) Finite element method

4) The following steps were performed in ANSYS APDL to obtain the results.
5. The first bending frequency obtained by the four methods are summarized below:
Analytical approach 5400
Rayleigh method 1452
FEM 17.3
Ansys 40.8
The first bending frequency attained by the analytical approach is 5400 Hz and from
Rayleigh’s method is 1452 Hz while that found using FEM method is 17.3 Hz and by
ANSYS is 40.8 Hz. Thus, the value obtained by means of analytical approach is the
highest and frequency obtained using FEM method is the lowest. All the values
obtained through different approaches have drastic change between them, especially
when Rayleigh’s method and analytical approach is compared with FEM method and
ANSYS. Rayleigh's method and analytical approach makes use of a calculation in
which the deflection function V(x) is supposed to be the same as in the static load
condition. This way of choosing a single deflection point is analogous to adding more
limitations to the system. As a result, the system is reduced to a single degree of
freedom. Additional limitations lead to increased rigidity, resulting in greater values
calculated by Rayleigh's method and analytical approach yielding than the actual
values.

6. Numerous studies on the kinematics and aerodynamics of natural and artificial

wings have been conducted in both experimental and computational contexts. Wing
flexibility is frequently overlooked in these analyses, despite the fact that observation
in nature reveals that passive wing deformation is common and may be critical to
aerodynamic performance. The shape of an air foil is a crucial consideration in wing
design. It affects the lift and drag of the wing, as well as the stalling angle of attack
(the angle of attack of the wing beyond which the lift dramatically drops off and the
drag suddenly increases). On the other hand, A high-aspect-ratio wing's structural
dynamics and dynamic aeroelastic properties are significantly influenced by
structural geometrical nonlinearities. For correct aeroelastic characterisation, the
angle of attack must be calculated geometrically precisely and the air loads must be
applied in an aerodynamically consistent manner. The geometrical aerodynamic
nonlinearity resulting from nonplanar wake effects, on the other hand, is
insignificant.
Scenarios where the structural dynamics of wings play a role in making the plane fly
right are the drag, thrust, lift and weight. Hence these are four scenarios where if the
wings are not structured well, there may be a chance of plane crash or air accidents
leading to unfortunate incidents. Gravity is the force that attracts everything to the
Earth. The mass of an object multiplied by gravity equals its weight. A plane's weight
is also the downward force it must overcome in order to fly. A lift is a force that
causes anything to rise. It's the force that's the polar opposite of gravity. Everything
that flies need to be able to fly. An aircraft's lift must be greater than its weight in
order for it to climb. The design of an airplane's wings determines the plane's ability
to fly. The top of an airplane's wing is curved, whereas the bottom is flat. Because of
the form, air flows faster over the top than under the bottom. As a result, there is
less air pressure on the wing. The wing, as well as the aeroplane to which it is
attached, rises as a result of the lower pressure.