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Pressurized Cylindrical Shell With Crack

A longitudinal crack in a pressurized cylindrical shell structure bulges out of the original contour due to complex stress and displacement fields caused by the single curved geometry and pressure differential. This bulging effect significantly increases the stress intensity factor at the crack tips. One measure of the bulging effect is the bulging factor, which is the ratio of the stress intensity factor of a crack in the cylindrical fuselage to that of the same crack in a flat panel. The representation of the bulging phenomenon becomes complex due to the biaxial and internal pressure loads and structural configuration.

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76 views

Pressurized Cylindrical Shell With Crack

A longitudinal crack in a pressurized cylindrical shell structure bulges out of the original contour due to complex stress and displacement fields caused by the single curved geometry and pressure differential. This bulging effect significantly increases the stress intensity factor at the crack tips. One measure of the bulging effect is the bulging factor, which is the ratio of the stress intensity factor of a crack in the cylindrical fuselage to that of the same crack in a flat panel. The representation of the bulging phenomenon becomes complex due to the biaxial and internal pressure loads and structural configuration.

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jdgharib
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The presence of a crack on a pressurized cylindrical shell structure leads to complex stress and displacements fields resulting in nonlinear

out-of-plane deformations [1]. In other words, the single curved geometry and pressure differential causes a longitudinal crack to bulge-out or protrude from the original contour. This change in geometry of bulging effect significantly increases the stress-intensity factor (SIF) at the crack tips. The effects of this loading condition on composite laminae can trigger several types of failure mechanisms. One measure of the bulging effect is the bulging factor, which is the ratio of the SIF at the tip of a longitudinal crack in the fuselage to the SIF for the same crack in a flat panel. The damage tolerance design philosophy requires realistic stress state determination in the vicinity of cracks in airframe fuselages.[1] Bulging factor emerges as a result of the out-of plane deformations of the surface of a crack on a pressurized fuselage structure. The representation of this phenomenon becomes rather complex due to the biaxial and internal pressure load and structural configuration [1] (Figure 1).

Figure 1 (a) Comparison between a crack in plane stress condition and a crack on a curved shell; (b) mesh at the crack-tip for the Modified Crack Closure Integral (MCCI) technique; geometric parameters of the shell [3]

For the case of unstiffened shell structures, the bulging factor can be defined as the ratio of stress-intensity (SIF) of a curved shell to the stress-intensity factor of a flat panel:

K curved K flat

References: [1] Unites States of America. Federal Aviation Administration. Bulging Factor Solutions for Cracks in Longitudinal Lap Joints of Pressurized Aircraft Fuselages. Springfield, 2004. pp.1-3,10 Lazghab Tarek, Fayza Ayari, Lotfy Chelbi. Crack growth in cylindrical aluminum shells with inner reinforcing foam layer. Springer, 2006. pp. 151.
Bu, Jianxin Three Dimensional erosion Geometric Effects on The Stress Intensity Factors of an Inner Crack Emanating from an Erosion in an Autofrettaged Pressurized Thick-Walled Cylinders. Florida International University 1997. pp.12.

[2]

[3]

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