Applied Acoustics 155 (2019) 453–462

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Applied Acoustics
journal homepage: www.elsevier.com/locate/apacoust

Estimation of strains in composite cylindrical shells in a statistical

energy analysis framework
S. Josephine Kelvina Florence a,⇑, K. Renji b, K. Subramanian c
a
Structures Group, ISRO Satellite Centre, Bangalore 560017, India
b
Advanced Technology Group, ISRO Satellite Centre, Bangalore 560017, India
c
PSR Engineering College, Sivakasi 626140, India

a r t i c l e i n f o a b s t r a c t

Article history: Broad band Acoustic excitation is one of the critical loading conditions for launch vehicle/spacecraft
Received 20 January 2018 structures. Estimation of responses of such multimodal systems in a wide band dynamic environment
Received in revised form 2 May 2019 is commonly performed using Statistical Energy Analysis (SEA). In SEA the strains are determined from
Accepted 11 June 2019
known velocity responses. These relations are available for plate type structures but not reported for
composite cylindrical shells. Empirical relations based on experiments only are reported for isotropic
cylindrical shells. In this work, expressions for estimating the strains in the higher order modes of a com-
Keywords:
posite cylindrical shell from its velocity responses are derived. It is seen that the strains estimated using
Strains
Shells
the existing empirical relations of isotropic cylinders, with the elastic properties corresponding to the
SEA composite cylinder, will be in large error. Numerical simulations carried out using a finite element model
Composites are in good agreement with those determined using the relations presented in this work.
Ó 2019 Elsevier Ltd. All rights reserved.

1. Introduction the deformation of finite plates in terms of flexural waves and

Composite shells/plates are extensively used in the construction
of aerospace structures. Broad-band acoustic excitation is one of
the critical loading conditions for the design of such structures
and therefore estimation of the responses of such structures to
acoustic excitation has become essential. In many composite cylin-
drical shells used in spacecraft, these acoustic excitations are in
their higher order mode frequencies. In such cases Statistical
Energy Analysis (SEA) developed by Lyon [1] and others is com-
monly used to estimate the responses. The primary variable of
interest in SEA is the energy and the acceleration, velocity are then
determined from the energy. But knowledge of stress and strain is
necessary for the design of structural elements. In SEA, the stress
and strain are determined from the known velocity.
Hunt [2] showed that there is an allowable velocity for the max-
imum allowable stress and strain, meaning that the stress and
strain are directly related to the velocity. This was shown for a sin-
gle mode vibration of thin uniform rods and bars. He extended the
similar arguments to transverse vibration of plates and suggested
factors for various aspect ratios of the plate. Ungar [3] considered
⇑ Corresponding author.
E-mail addresses: florajosephine2000@gmail.com, josephin@ursc.gov.in
(S. Josephine Kelvina Florence).
obtained expressions for ratios of maximum stresses to modal dis-
placements at locations away from the boundary. Ungar [3]
extended this treatment to beams and suggested correction factors
on the stress/displacement ratios for various end conditions of the
beam. Lyon also had presented similar relations [1] valid for
homogenous structures with different wave motions that include
flexure, torsion and compression. Norton and Fahy [4] presented
experimental results to relate the dynamic stresses and strains
with vibrations of cylinders of small diameters made of isotropic
materials. Karczub and Norton [5] developed relationship for the
estimation of dynamic strain/stress from the velocities in ran-
domly vibrating beams. They had also [6] derived relationships
between dynamic strain and velocity in randomly vibrating plates
and cylindrical shells by taking the sum of dynamic bending strains
in orthogonal directions as the upper bound value of strain in the
far-field region. Finnveden and Pinnington [7] proposed velocity
method for estimating dynamic strain in pipe structures from spa-
tial average velocity. They conducted numerical experiments to
validate their findings. Further, the relations given in all these
[4–7] works are not mathematically derived but they are obtained
through several experimental measurements. All the above studies
are for isotropic structures including those presented recently [8].
Composite cylindrical shells/plates are extensively used in
launch vehicle/aerospace structures as these materials offer excel-

https://doi.org/10.1016/j.apacoust.2019.06.015
0003-682X/Ó 2019 Elsevier Ltd. All rights reserved.
454 S. Josephine Kelvina Florence et al. / Applied Acoustics 155 (2019) 453–462

Nomenclature

U x ; U h and U r amplitude of displacement components qm mass per unit area of the structure
amn ; bmn amplitude ratios of in-plane displacement to radial dis- q material density
placement e0xx ,e0hh ; c0xh mid-plane extensional strains
<>x;h average over the domain nðf Þ modal density
exx axial strain-velocity ratio M xx ; Mhh ; Mxh moment resultants
u_r
Dij Bending stiffness n number of full waves in the circumferential direction
ehh circumferential strain-velocity ratio m number of half waves in the axial direction
u_r
Bij coupling stiffness ur transverse displacement
j
 xx; jhh curvature terms x circular frequency in rad/s
h direction of wave propagation a radius of the cylinder
Aij extensional stiffness xr ring frequency of the cylinder
Nxx ; Nhh ; Nxh force resultants h thickness of the plate
f frequency in Hz u_r transverse vibrational velocity
ux ; uh in-plane displacements jxh twist
cxh
u_r
in-plane shear strain velocity ratio k wave number
L length of the cylinder E Young’s modulus
g loss factor

lent specific strength and specific stiffness properties over their

metallic counterparts. Several works are reported on the responses
of composite cylindrical shells subjected to acoustic excitation.
Ghinet et al. [9] proposed a model for diffuse field transmission
into infinite composite cylinders. In their work, authors developed
analytical formulation using wave approach to compute transmis-
sion loss of composite laminate and sandwich cylinders. Chrono-
paulos et al. [10] applied SEA approach to compute the
transmission loss characteristics of shells subjected to reverberant
acoustic field. But they have not determined the stresses / strains.
Zhang and Yan [11] constructed SEA model of hypersonic aircraft
and studied the response characteristics which does not discuss Fig. 1. Coordinate system.
on the strains developed. Xiongtao et al. [12] studied the far-field
acoustic radiation from laminated cylindrical shells using various
shell theories. The authors investigated the suitability of different
shell theories in predicting the acoustic power radiated by the displacement along the longitudinal direction isux , along the tan-
cylindrical shells. Xin Zhao et al. [13] reported analytical studies gential direction (linear displacement) is uh and along the radial
on a finite orthotropic thin composite shell excited by a harmonic direction isur .
force. They examined the impact of material and structural param-
eters on the vibration characteristics. But the study limits to veloc- 2.1. Governing differential equations
ity and acoustic radiation characteristics and the determination of
stresses and strains is not attempted. Donnell’s theory is considered in the present work. It should be
Though there are several works reported on the responses of noted that the influence of inertia in the in-plane direction is
composite cylindrical shells to acoustic excitation, stresses and neglected in this formulation [15–17]. Governing differential equa-
strains are not determined/discussed. Hence there is a need to tion applicable for free vibration of a thin cylindrical shells consid-
establish the relationships of strains in composite structural ele- ering Donnell’s theory is given below.
ments with their velocities. Renji and Josephine [14] derived such
@Nxx @Nhx
strain-velocity relationships under reverberant field conditions but a þ ¼0 ð1Þ
@x @h
they are for composite plates and not for shells.
In this work, strains generated in composite cylindrical shells
@Nxh @Nhh
for diffuse vibrational field are discussed. Expressions relating a þ ¼0 ð2Þ
@x @h
the strains to the velocity responses are derived. Results for a
typical composite cylindrical shell are presented. Analytical
@ 2 M xx 2 @ 2 M hx 1 @ 2 M hh Nhh @ 2 ur
relationships thus derived are validated through numerical þ þ  ¼ q ð3Þ
@x2 a @x@h a2 @h2 a m
@t 2
simulation using a finite element model. One can estimate the
strains from the known acceleration or velocity responses with this where Nxx ; Nhh ; Nxh ; Mxx ; M hh and Mxh are the force and moment
development. resultants (per unit length) and qm is the mass per unit area.

2. Expressions for strains 2.2. Force/moment resultants

Consider a cylinder having a radius a, length L and mass per For a laminated composite structure, stress and moment resul-
unit area ofqm . The co-ordinate axes are denoted by x for longitu- tants on a laminate cross- section can be written in terms of strains
dinal, h for tangential and r for radial as shown in Fig. 1. The as below [18].
 S. Josephine Kelvina Florence et al. / Applied Acoustics 155 (2019) 453–462 455

2 3 2 32 3
Nxx A11 A12 A16 B11 B12 B16 e0xx 1 @u0h ur z @ 2 ur
6 ehh ¼ þ  2 ð16Þ
6 Nhh 7 6
7 6 A12 A22 A26 B12 B22 76
B26 76 e0hh 7
7 a @h a a @h2
6 7 6 76 0 7
76 cxh
6 Nxh 7 6 A16 A26 A66 B16 B26 B66 76 7
6 7¼6 7 ð4Þ
6 M xx 7 6 D16 76 7 @u0h 1 @u0x 2z @ 2 ur
6 7 6 B11 B12 B16 D11 D12 76 jxx 7 cxh ¼ þ  ð17Þ
6 7 6 76 7 @x a @h a @x@h
4 M hh 5 4 B12 B22 B26 D12 D22 D26 54 jhh 5
Mxh B16 B26 B66 D16 D26 D66 jxh
  2.4. Equilibrium equations
Pk¼n
where Aij ¼ k¼1 Q ij ðhk  hk1 Þ, called extensional stiffness terms
Pk¼n   2
k
2
Using the strain displacement relations in Eq. (5), we get the
Bij ¼ 12 k¼1 Q ij ðhk  hk1 Þ , called coupling stiffness terms force resultants as
Pk¼n   3
k

Dij ¼ 13 k¼1
3
Q ij ðhk  hk1 Þ, called bending stiffness terms  
k @u0x 1 @u0h ur
 Nxx ¼ A11 þ A12 þ ð18Þ
Q ij = coefficients of elastic stiffness @x a @h a
e0xx , e0hh and c0xh are the mid-plane extensional strains
jxx; jhh are the curvature terms and jxh refers to the twist.  
1 @u0h ur @u0
For a symmetric, balanced and specially orthotropic laminate, Nhh ¼ A22 þ þ A12 x ð19Þ
a @h a @x
Bij ¼ 0; A16 ¼ 0; A26 ¼ 0; D16 ¼ 0; D26 ¼ 0. Hence Eq. (4) can be writ-
ten as
@u0h 1 @u0x
Nxx ¼ A11 e0xx þ A12 e0hh Nxh ¼ A66 ð þ Þ ð20Þ
@x a @h
Nhh ¼ A12 e0xx þ A22 e0hh
Nxh ¼ A66 c0xh @ 2 ur D12 @ 2 ur
ð5Þ Mxx ¼ D11  2 ð21Þ
Mxx ¼ D11 jxx þ D12 jhh @x2 a @h2
Mhh ¼ D12 jxx þ D22 jhh
D22 @ 2 ur @ 2 ur
Mxh ¼ D66 jxh Mhh ¼   D12 2 ð22Þ
2
a @h 2 @x

2.3. Strain-Displacement relations 2D66 @ 2 ur

Mxh ¼  ð23Þ
a @x@h
Extensional strains and bending strains at mid-surface are Hence the governing differential equations in terms of the in-
related to displacements such that plane mid surface displacements and the normal displacement
@u0x become
e0xx ¼ ð6Þ
@x @ 2 u0x @ 2 u0h @ur A66 @ 2 u0x
aA11 þ ðA12 þ A66 Þ þ A12 þ ¼0 ð24Þ
@x 2 @x@h @x a @h2
1 @u0h ur
e0
hh ¼ þ ð7Þ
a @h a
@ 2 u0x @ 2 u0h A22 @ 2 u0h A22 @ur
ðA66 þ A12 Þ þ aA66 þ þ ¼0 ð25Þ
@u0 1 @u0x @x@h @x2 a @h2 a @h
c ¼ hþ
0
ð8Þ
@x a @h
xh
 
@ 4 ur 2ðD12 þ 2D66 Þ @ 4 ur D22 @ 4 ur A22 @u0h
 D11    þ ur
@ 2 ur @x4 a2 @x2 @h2 a4 @h4 a2 @h
jxx ¼  ð9Þ 2
@x2 A12 @ux 0
@ ur
 ¼ qm 2 ð26Þ
a @x @t
1 @ 2 ur
jhh ¼  ð10Þ
a2 @h2
2.5. Expression for strains
2
2 @ ur
jxh ¼  ð11Þ For a cylinder, simply supported at both the ends, the solution is
a @x@h [19]
The total strain at any point z from the mid-surface can be writ- 9
u0x ¼ amn U r ejðxtþ l þnhÞ >
mpx

ten in terms of extensional strains and bending strains as below, >

=
u0h ¼ bmn U r ejðxtþ l þnhÞ >
mpx
neglecting the higher order terms. ð27Þ
>
;
ur ¼ U r ejðxtþ l þnhÞ
mpx
exx ¼ e þ zjxx 0
xx ð12Þ
where m is the number of half waves in the axial direction and n is
ehh ¼ e0hh þ zjhh ð13Þ
the number of full waves in the circumferential direction.
amn ¼ UUxr ;bmn ¼ UUhr . U x ; U h and U r represent the amplitude of displace-
cxh ¼ c0xh þ zjxh ð14Þ
ment components.
Therefore the strain components at a point z from the mid sur- For the solution given by Eq. (27) the strains are (substituting in
face are given by Eqs. (15)–(17))
 
@ 2 ur exx ¼ jamn m þ zm2 U r ejðxtþ Þ
mpxþnh
@u0x ð28Þ
exx ¼ z 2 ð15Þ
l

@x @x
456 S. Josephine Kelvina Florence et al. / Applied Acoustics 155 (2019) 453–462

  
1 exx jamn m þ zm2
jbmn n þ þ zn2 U r ejðxtþ l þnhÞ
mpx
ehh ¼ ð29Þ ¼ ð39Þ
a u_r jx
 
cxh ¼ fjbmn m þ jamn n þ 2zmngU r ejðxtþ Þ ehh
mpxþnh
l ð30Þ jnbmn þ 1a þ zn2
¼ ð40Þ
u_r jx
where m ¼ mlp ; n ¼ na
cxh fjbmn m þ jamn n þ 2zmng
2.6. Amplitude ratios amn and bmn ¼ ð41Þ
u_r jx
For the solution given by Eq. (27) the amplitude ratios amn and The above expressions are for the strain-velocity ratios using
bmn can be obtained by substituting the solution in Eqs. (24)–(26) which the strains in a composite cylindrical shell can be deter-
and by suitable arithmetic operations as mined for the known velocities. This can be simplified for special

8 9 cases like when A11 ¼ A22 .

C 11 C 13

>

C 12 < amn U r >

=

C 12 C 22 C 23
bmn U r ¼ 0 ð31Þ 2.7.1. Axial strain-velocity ratio

>: >
;

C 13 C 33
fja mþzm2 g
C 23 Ur Axial strain-velocity ratio euxx_r is given by mn jx

bðam2 n2 Þ
where C 11 ¼ A11 m2 þ A66 n2 ; C 12 ¼ ðA12 þ A66 Þmn; C 13 ¼  jA12a m; When A11 ¼ A22 , amn ¼ jma bðm4 þn4 Þþm2 n2 ð1a2 2abÞ

C 22 ¼ A66 m þ A22 n ;
2 2
C 23 ¼  jA22
a
n
; C 33 ¼  D11 m4 þ D22 n4 þ As m and n represent the wave numbers in the axial and cir-
 
2ðD12 þ 2D66 Þm2 n2 þ Aa222  qm x2 Þ cumferential directions respectively, m ¼ kcos h; n ¼ ksin h, where
One can now find amn and bmn from the first two rows of Eq. 
h is the direction of wave propagation. Therefore
(31), as
 
j ac3  cs2 1  a2  2ab  2b
amn ¼
C 12 C 23  C 22 C 13
; bmn ¼
C 13 C 12  C 11 C 23
ð32Þ
amn ¼ where 2¼ ð42Þ
ak 1þ c2 s
2
2 b
C 11 C 22  C 212 C 11 C 22  C 212
Using the above value of amn , axial strain-velocity ratio becomes
Eq. (32) gives the amplitude ratios amn and bmn for a general
c2 s2 ac4 2
orthotropic shell. þ zk c2
exx að1þc2 s 2Þ
2

This can be simplified in some special cases like A11 ¼ A22 . ¼ ð43Þ
u_r jx
Consider amn . Its numerator is
It can be seen that axial strain-velocity ratio depends on the
jA22 n
C 12 C 23  C 22 C 13 ¼ ðA12 þ A66 Þmn: wavenumber k, which is related to the natural frequency. The nat-
a
  ural frequency of thin orthotropic cylindrical shells as given by
  jA12 m Werner [10] is given below for reference.
þ A66 m þ A22 n
2 2
ð33Þ
a  
1 mp4 mp2 n2 n4
x2 ¼ D11 þ 2ðD12 þ 2D66 Þ þ D22
Denoting A12
¼a ; AA66 ¼b qm L L a a
A11 11
mp4 A11 A22 A212 9
If A11 ¼ A22 , =
a2
þ mp4 n4
L
mp2 n2 ; ð44Þ
A2 jbm  2 
þ A22 þ
A11 A22 A212 2A12 A66
C 12 C 23  C 22 C 13 ¼ 11 am  n2 ð34Þ A11 L a A66 L a
a
Considering the denominator of the expression for amn and for For A11 ¼ A22 ; D11 ¼ D22 , it becomes
A11 ¼ A22 , we get, mp4 A11 A11 A212
 qm x2  mp4 n 4
L
mp2 n2
a2
1  a2  2ab A11 L þ A11 a þ
A211 A212 2A12 A66
C 11 C 22  C 212 ¼ A211 b m4 þ n4 þ m2 n2 ð35Þ L a A66
b  
mp4 n4 mp2 n2
¼ D11 þ þ 2ðD12 þ 2D66 Þ ð45Þ
From Eqs. (34) and (35), L a L a
  
jm b am2  n2 Converting Eq. (45) in polar coordinates in the wavenumber
amn ¼ ð36Þ space, i.e.
a bðm þ n Þ þ m n ð1  a  2abÞ
4 4 2 2 2

mp  n 
(   2 ) ¼ kcos h ¼ kc; ¼ ksin h ¼ ks
L a
jn bn2  a2 þ ab  1 m
Similarly; bmn ¼ ð37Þ  
a bðm4 þ n4 Þ þ m2 n2 ð1  a2  2abÞ A211 A2
a2
c4 1  A12
2
qm x2   11 
A2
A211 1 12 2A12 A66
2.7. Expression for strain-velocity ratio A2 A2
fA11 ðc4 þ s4 Þ þ 11
A66
11
c 2 s2 g
A11 A
11
Transverse vibrational velocity is denoted by u_r is given by Eq.
4 2ðD12 þ 2D66 Þ 2 2
(27) as below ¼ k D11 ½c4 þ s4 þ c s  ð46Þ
D11
jðxtþmp Þ
u_r ¼ jx:U r e
xþnh
l ð38Þ A12 A66 2ðD12 þ 2D66 Þ
As ¼ a; ¼ b; ¼ c,
The strain components as given by Eqs. (28)–(30) along with A11 A11 D11
Eq. (38) are used to find the strain-velocity ratio as given below. Hence the expression for the wavenumber is
 S. Josephine Kelvina Florence et al. / Applied Acoustics 155 (2019) 453–462 457

8 91=2 2 8 91=2 32
A11 c4 ð1a2 Þ A c4 ð1a2 Þ
>
< qm x2  a2 1þc2 s2  > = >
< qm x2  a11 >
= 7
2 ð Þ 6 c4 ac2 s2 ð
2 1þc2 s2 
Þ
k ¼   ð47Þ 6 þ zs 2  7
>
:D11 1  12c=2 sin2 2 h >; 4að1þc2 s2 2Þ >D11 1 2 sin 2 h >
1c=2 2

5
: ;
< ehh 2 >x;h ¼ < u_r 2 >x;h
It can be seen that at a given frequency there is no specific value x2
for the wavenumber but it has a range of values depending on the ð55Þ
direction of the wave propagation. This can be seen from Eq. (47)
For a diffuse field
through the presence of cosine and sine terms which are functions
2 8 91=2 32
of the angle of propagation. Therefore, the strain-velocity ratio is a

A11 c4 ð1a2 Þ


Z p=2 >
< qm x2  a2 1þc2 s2  > = 7 
function of the direction of wave propagation.
< ehh 2 >x;h
2 6 c4  ac2 s2 ð Þ


¼ 6 þ zs2  
7 dh


p x2 4 > 5
að1 þ c s 2Þ :D11 1  12c=2 sin2 2 h >
2 2
The axial strain-velocity ratio now becomes
< u_r 2 >x;h
0 ;
8 91=2
A c4 ð1a2 Þ
>
< qm x2  a11 >
= ð56Þ
 1cð=2 Þ
2 1þc2 s2 

c2 s2 ac4
þ zc2
að1þc s 2Þ >
:D11 1 2 sin 2 h >
2 2 2
;
exx 2.7.3. In-plane shear strain-velocity ratio
¼ ð48Þ
u_r jx In-plane shear strain-velocity ratio cxh
is given by
u_r
The spatial average of the mean square value of this strain is fjbmn mþjamn nþ2zmng
jx
2 8 91=2 32
A c4 ð1a2 Þ
Making use of the expressions for amn ; bmn and upon simplifica-
>
< qm x2  a11 >
= 7
6 c2 s2 ac4 tion, one can get
 1cð=2 Þ
2 1þc2 s2 
6 þ zc 2

7
4að1þc2 s 2Þ
2
> 2
> 5 8 91=2
: 11
D 1 2
sin 2 h ; > A c4 ð1a2 Þ
>
< qm x2  a11 =
< exx 2 >x;h ¼ < u_r 2 >x;h ða2 1Þc3 s  1c=2 ð
2 1þc2 s2 
Þ
þ 2zsc 
x2 abð1þc s 2Þ
2 2
>
:D11 1 2 sin 2 h >
2
;
ð49Þ cxh
¼ ð57Þ
u_r jx
Assuming a diffuse bending wave field, the strain-velocity ratio
The spatial average of the mean square value of this strain
becomes
becomes
2 8 91=2 32
A11 c4 ð1a2 Þ 2

< e 2 >

Z p=2 >
< qm x2  a2 ð1þc2 s2 Þ > = 7  8 91=2 32

xx x;h
2 6
6 c 2 2
s  a c 4
7 dh > A c4 ð1a2 Þ
>

¼ 4  þ zc2   5 6 ða2 1Þc3 s < qm x2  a11 = 7

< u_r 2 >x;h

px 0 >
:D11 1  1c=2 sin2 2h >  1cð=2 Þ
2 2 1þc2 s2 
2
a 1 þ c2 s 2 ; 6 þ 2zsc 
7
2 4abð1þc2 s 2Þ
2
> 2
> 5
: 11
D 1 2
sin 2 h ;
ð50Þ
< cxh 2 >x;h ¼ < u_r 2 >x;h
As the field is considered to be diffused the spatial average
x2
ð58Þ
response becomes independent of the direction of propagation.
Under diffuse field conditions, Eq. (58) becomes
2.7.2. Circumferential strain-velocity ratio 2 8 A11 c4 ð1a2 Þ
91=2 32
fjnbmn þ1aþzn2 g

Z p=2  2  3 > >
Circumferential strain-velocity ratio euhh_r is given by ,
< c 2 >
6 a 1 c s < q x 2
 a ð1þc s Þ
= 7 
jx
xh x;h
2 6
m 2 2 2
7 dh


¼ þ 2zsc  
bn ða þab1Þm
2 2 2
< u_r 2 >x;h
px2 0 4abð1 þ c2 s2 2Þ >
:D11 1  1 c=2
sin 2h >
2

;
5
where bmn ¼ jna b m4 þn4 þm2 n2 1a2 2ab when A11 ¼ A22 . 2
ð Þ ð Þ
As done for axial strain-velocity ratio with a few algebraic oper- ð59Þ
ations we get Eq. (50), Eq. (56) and Eq. (59), give the relations for mean square
8 9 value of strains in composite cylindrical shells to the radial velocity.
ða2 þab1Þ 2 =
j <s 
3
b
c s Using these relations, the strains in a composite cylindrical shell can
bmn ¼ ð51Þ
ka : 1 þ c 2 s2  ; be determined from the known values of velocities. It should be
noted that the relations are valid only at locations away from the
Therefore, the strain-velocity ratio is boundaries, which is true with all SEA based calculations. To deter-
( ( a2 þab1 ) ) mine the results at the boundaries, one should include a correction
ð Þc2 s2 s4 þ1þc2 s2 
1 b 2
þ zk s2 factor along with the mean square spatial average values.
1þc2 s2 
ehh
a
By examining the integral, we can clearly see that there are two
¼ ð52Þ
u_r jx terms which contribute to the ratio of mean square strain to the
velocity. First term is a constant (meaning independent of fre-
which can be simplified as quency) which depends on the orthotropic properties of the cylin-
c4 ac2 s2 2
þ zk s2 der, radius of the cylinder and direction of wave propagation. The
ehh að1þc2 s2 2Þ
second term of the integral depends on x in addition to geometric
¼ ð53Þ
u_r jx and orthotropic properties.
Using Eq. (47), the above ratio becomes
8 91=2 2.8. Assumptions
A c4 ð1a2 Þ
>
< qm x2  a11 >
=
 1cð=2 Þ
2
c4 ac s2
2 2 2 

1þc s
þ zs 2 The assumptions used in arriving at the above equations are
að1þc2 s 2Þ >
:D11 1 2 sin 2 h >
2 2
; summarized below.
ehh
¼ ð54Þ The shell is thin, i.e., thickness of the shell is much less compared
u_r jx
to the radius. Plane stress condition exists. Transverse deformation
The spatial average of the mean square value of this strain is is independent of z. er ¼ 0. The higher order terms in the expression
458 S. Josephine Kelvina Florence et al. / Applied Acoustics 155 (2019) 453–462

2 8 91=2 32
for the strains are neglected. Influence of inertia force in the

Z p=2

< exx 2 >x;h
< q x2
 =
in-plane direction is neglected. Material is linearly elastic. The

¼ 2 6  m
0
 7


px2 40 þ zc2 5 dh
laminate is symmetric, balanced and is specially orthotropic. Mass
< u_r 2 >x;h
0 :D 1  1c=2 sin2 2h ;
11 2
distribution is uniform. Rotary inertia is neglected. At all the points
on the edges of the cylinder, that is at x ¼ 0 and x ¼ L, simply sup- ð60Þ
ported conditions are applied. As the responses in the higher order
   Z p=2
modes are not sensitive to the boundary conditions, the results < exx 2 >x;y h qm 2
2
cos4 h
obtained here can be used in determining the strains in cylinders ¼ dh ð61Þ
4 D11 p 0
 1c=2 2
< u_r 2 >x;y 1  2 sin 2h
with any type of boundary, except at locations near the boundaries.
The modes considered are the shell modes, not the cylinder bending Eq. (61) is the same as that is reported in [14] which is for a
modes which normally occur at low frequencies. The strain-velocity plate. Similarly, we can prove for other strain components as well.
relationship derived here are valid for any composite shell satisfy-
ing the above assumptions (i.e., laminate is symmetric, balanced 3.2. Isotropic cylinder
and specially orthotropic) and these assumptions are with respect
to the shell thickness and not with respect to the entire cylinder. Strain-velocity relations for isotropic cylinders are also not
reported. Therefore, they are derived from the relations for com-
2.9. Applying to honeycomb sandwich shells posites. When the material is isotropic,
a ¼ AA1211 ¼ l; b ¼ AA6611 ¼ 12l ; c ¼ 2ðD12Dþ2D ¼ 2&2¼ 1a
2 2ab2b
66 Þ
b
¼ 0.
Many of the aerospace structures use honeycomb sandwich 11

shells with composite face sheets. The relationship between strain Hence in isotropic cylinders, the ratios of axial, circumferential and
and vibrational velocity derived here can be used for such structures in-plane shear strains to the velocity are as follows:
if the honeycomb sandwich section, that is both the face sheets and 2 8 91=2 32


Z p=2 2 2 Ehc4 ð1l2 Þ=

< e 2 >
<qm x  a2
6c s  lc
4 2
the core together, satisfies these assumptions. While applying it to
xx x;h
2 7 


¼ 4 þ zc2 5 dh
honeycomb sandwich shells, even if the above assumptions are sat-
< u_r 2 >x;h
px2 0 a : D ;
isfied, two additional points need to be considered.
The first point is related to transverse shear deformation. Since
2 8 91=2 32
the shear modulus of the core is very low the transverse shear

Z p=2 4 Ehc4 ð1a2 Þ=

< e 2 >
<qm x  a2
6c  lc s
2 2 2
deformation plays a significant role in honeycomb sandwich type
hh x;h
2 7 


¼ 4 þ zs2 5 dh
structures, especially at high frequencies. The transverse shear
< u_r 2 >x;h
px2 0 a : D ;
deformations affect the normal deflections and this effect appears
ð63Þ
in SEA through the parameter modal density, provided the modal
densities are determined considering the transverse shear defor- 2 8 91=2 32


Z p=2 <q x2  Ehc ð1a Þ=
4
mations. Expression for determining modal densities of composite
< c 2 >
2

xh x;h
2 m a2 7 
cylindrical shells considering transverse shear deformation is
¼ 4 þ 2zsc 5 dh
< u_r 2 >x;h
px2 0 a : D ;
derived by Josephine and Renji [20]. The expressions derived here
can be used in determining the strains in honeycomb sandwich
type structures as long as the accelerations are determined with
the modal densities considering the transverse shear deformations.
The second point is related to the independent motion of the
face sheets which limits the applicability of this formulation to hon-
eycomb sandwich structures as frequency increases. The present
formulation assumes that the two face sheets and the core move
together, that is the two face sheets do not vibrate independently.
Beyond certain frequency, this assumption will not hold good with
the face sheets vibrating independently of each other and therefore
the formulation used here for determining the strains will not be
valid. Hence there is an upper limit on the frequency for the usage
of the above expressions. For typical cylindrical shells used in aero-
space structures, an example is given later, this frequency is well
above 10,000 Hz. As the frequency range of significant acoustic
excitation and also the ring frequencies of many aerospace struc-
tures are well below 10,000 Hz, the expression derived in this work
can be used for the most of the practical cases.
3. Special cases of the expression for strain-velocity ratio
In this section, relationship between strain and vibrational
velocity are presented for some limiting cases where the expres-
sions should converge to those reported. They are also derived
for isotropic cylinders which are not yet reported.
3.1. Composite plate
When the radius of the cylinder is set to infinity, the strain
velocity ratio should converge to those of flat composite plates.
This is verified as shown below.
62ð1 þ lÞc s
3
ð64Þ
where D is the bending stiffness of the monocoque cylinder.
4. Results for a typical composite cylinder
Strain-velocity ratio of a typical composite cylinder is presented
in this section.
4.1. Properties of the cylinder
Properties of the cylinder considered are presented in Table 1.
Table 2 gives the modal densities and modal overlaps of the
cylinder considered. The modal densities, number modes in unit
frequency, denoted by nðf Þ, are theoretically estimated using the
expressions reported in [20]. The above reference incorporates
the transverse shear effects, which is essential to be considered
while determining the modal densities of honeycomb sandwich
construction. Modal overlap is the number of modes in the half
power bandwidth. The modal overlap at frequency f can be esti-
mated using the expression gfnðf Þ where g is the loss factor. The
loss factors of such cylinders at high frequencies are not reported.
Hence, based on the loss factors reported for isotropic cylinders
[21] and composite panels by Renji and Shankar Narayan [22], a
value of 0.04 is considered as loss factor for determining the modal
overlap.
The need for determining the modal overlap in this context is to
verify whether the responses are characterised by several specific
peaks or a smooth curve representing average response. The latter
is the characteristics of the behaviour in the higher order modes
and SEA based response estimation is the most suitable at those
 S. Josephine Kelvina Florence et al. / Applied Acoustics 155 (2019) 453–462 459

Table 1 1 in the frequency band of 500 Hz and above and hence the expres-
Properties of composite cylinder. sions derived in the present work are applicable.
Length of the cylinder 3m The ring frequency of the cylinder, denoted by xr , is computed
Radius of the cylinder 0.6 m to be 1903 Hz, using the relation x2r ¼ A22 =ðqm a2 Þ [9].
Mass per unit area 0.915 kg/m2
Construction honeycomb sandwich with composite face sheets
Face sheet material M18/43090, Bi-directional 4.2. Circumferential strain-velocity ratio
Layup of each face sheet 2 layers of BD (0°/90°)
Thickness of each layer 0.08 mm The circumferential strain-velocity ratio is determined for this
Young’s modulus of face 1:47  1011 N=m2 cylinder using Eq. (56) and the results are presented in Table 3
sheet
Shear modulus of face
and Fig. 2. Strain-velocity ratio decreases with frequency. At very
4  109 N=m2
sheet high frequencies, the value approaches to that of a flat composite
Core material Aluminium plate which is independent of frequency.
Thickness of the core 12 mm Norton and Fahy [4] obtained experimental data for isotropic
Shear modulus of core 1:4  108 N=m2 pipes and specified that mean square strain-velocity ratio is
Extensional Stiffness A11 ¼ A22 ¼ 4:71  107 ; A12 ¼ 1:41  106 ;
(N/m): bounded by cK2 where cl represents the longitudinal wave speed of
A66 ¼ 1:28  106 l
pffiffiffiffiffiffiffiffiffi
Bending Stiffness (Nm): D11 ¼ D22 ¼ 1740; D12 ¼ 52:2; D66 ¼ 47:3 the material, that is given by E=q where E is the Young’s modulus
and q is the material density. Based on experimental results, they
had concluded that the factor K is bounded by unity. Therefore,
strain velocity ratio for isotropic pipes becomes qE . In terms of mass
Table 2 per unit area qm , strain velocity ratio for isotropic pipes becomes
Modal densities and modal overlaps of the composite cylinder. qm
Eh
, where h is the thickness of the pipe.
Sl. No Frequency Modal density Modal overlap For composite cylinders, in the absence of any such expression,
(Hz) modes/Hz
one way of finding the strain-velocity ratio is to use the expression
1 500 0.148 3 for isotropic cylinders with elastic properties corresponding to
2 630 0.158 4
composite cylinder. In composites, Eh refers to the extensional
3 800 0.168 5
4 1000 0.178 7 stiffness A22 . Accordingly, strain-velocity ratio works out to be Aq22
m
.
5 1250 0.189 9 This value for the present cylinder is 1.94  108. It is important
6 1600 0.214 14 to note that this factor is independent of frequency. Results using
7 1902 0.259 20
8 2000 0.227 18
the expression for isotropic cylinders with elastic properties corre-
9 2500 0.232 23 sponding to composites is referred here as results using the exist-
10 3150 0.250 32 ing empirical relations (empirical because the value of K is not
11 4000 0.280 45 determined from an analytical method but through experiments).
12 5000 0.318 64
The strain-velocity ratios in composite cylinders determined
13 6300 0.370 93
14 8000 0.444 142 using the expressions derived in this work and those using the
existing empirical relations are compared in Table 3 and Fig. 2.
One can see the characteristics difference in the results. The strains
in the composite cylinder determined using the existing empirical
Table 3 relations are in large error. It significantly underestimates the cir-
Circumferential strain-velocity ratio of a composite cylinder. cumferential strains in the bands where they are actually very
Sl. No Frequency Strain-velocity ratio (108) much higher and hence the need for the present expression.
Derived expression Existing empirical relation Aq11
m

4.3. Axial strain-velocity ratio

(Hz) ((e)2/(m/s)2) ((e)2/(m/s)2)
1 500 3.12 1.94
Axial strain-velocity ratios of this cylinder are estimated using
2 630 2.33 1.94
3 800 1.81 1.94 Eq. (50) and the results are presented in Table 4 and Fig. 3. The
4 1000 1.51 1.94
5 1250 1.31 1.94
6 1600 1.17 1.94 7
7 2000 1.09 1.94
8 3150 1.00 1.94 Derived expression
6
9 4000 0.97 1.94 Existing empirical relation
10 5000 0.95 1.94
Strain-velocity ratio

11 6300 0.94 1.94 5

2
x 10-8 ( ε) /(m/s)

12 8000 0.93 1.94

13 10,000 0.93 1.94 4
2

3
frequencies. The present results are applicable for SEA based calcu-
lations and therefore it is essential to verify whether the response 2
behaviour of the cylinder considered suits for applying SEA. This is
done by determining the modal overlap. For the applicability of 1
SEA, the modal overlap should be more than 1 as shown by Davies
0
and Wahab [23] and later by Le Bot and Cotoni [24]. Renji [25]
100 1000 10000
showed that the average power spectral density is same as that
1/3 octave band centre frequency (Hz)
of peak power spectral density, if the modal overlap is more than
2
p. For the cylinder considered, modal overlap is much more than Fig. 2. Circumferential strain-velocity ratio of a typical composite cylinder.
460 S. Josephine Kelvina Florence et al. / Applied Acoustics 155 (2019) 453–462

Table 4
Axial strain-velocity ratio of a composite cylinder.

Sl. No Frequency Strain-velocity ratio (108)

Derived expression Existing empirical relation Aq11
m

(Hz) ((e)2/(m/s)2) ((e)2/(m/s)2)

1 500 0.21 1.94
2 630 0.28 1.94
3 800 0.29 1.94
4 1000 0.44 1.94
5 1250 0.54 1.94
6 1600 0.63 1.94
7 2000 0.72 1.94
8 3150 0.84 1.94
9 4000 0.87 1.94
10 5000 0.89 1.94
11 6300 0.90 1.94
12 8000 0.91 1.94
13 10,000 0.91 1.94

4
Derived expression
Existing empirical relation
Strain-velocity ratio

3
2
x 10-8 (ε) /(m/s)
2

1
Fig. 4. F.E model of the composite cylinder.

0
100 1000
1/3 octave band centre frequency (Hz)
Fig. 3. Axial strain-velocity ratio of a typical composite cylinder.
axial strains are in general much lower than the circumferential
strains.
As in the case of circumferential strains, the axial strains are
also determined using the existing empirical relation which gives
a value of 1.94  108. One can see the differences in the results.
As the axial strains are much lower, it does not influence the
design.
5. Validation through numerical simulations
The strains determined using the expressions derived in this
work are compared with the results using a finite element model.
The cylinder whose geometric /structural properties given in Sec-
tion 4 is considered. Finite element model of the composite cylin-
der (Fig. 4) is developed using four-node quadrilateral elements.
Shear modulus of the core as given in Section 4 is considered.
The cylindrical shell is discretized with12600 elements and
12,726 nodes. CFRP sandwich properties are simulated using lam-
inate modeller (MSC Patran).
5.1. Methodology
The cylinder is simply supported at the boundaries and all the
modes upto 12500 Hz are considered. A white noise force having
spectral density of 5000 N2/Hz is applied from 20 Hz12500 Hz
at the point of excitation. The acceleration and strain responses
are computed at 7 locations using MSC Nastran. The locations are
such that they do not lie circumferentially or axially along the
same nodal line. The locations are far from the excitation point
10000
and the boundaries. A modal damping factor of 0.02 is used for
all the modes.
The methodology is repeated with another 2 more excitation
points. The excitation locations are selected in such a way that they
do not lie circumferentially or axially along the same nodal line.
Drive point locations are shown schematically in Fig. 5.
Acceleration responses are obtained at various locations corre-
sponding to each drive point. These responses are then averaged
over the standard 1/3rd octave frequency bands in the frequency
range 500 Hz-10000 Hz. Spatial average value of the response in
a particular band is then determined as the root mean square val-
ues of the responses at the seven restitution elements. Similarly,
the spatial average values of the strain responses corresponding
to each drive point excitation (P1/P2/P3) are determined in the fre-
quency range 500 Hz-10000 Hz. The strains are given in terms of
root mean square (RMS) values in le: The strains are then deter-
mined using the relations derived in this work for the acceleration
responses computed using the FE model.
5.2. Results
The spatial average values of circumferential and axial strains
computed using the FE model, averaged over 3 drive points are
given in Tables 5 and 6. The strains are then determined using
the expressions derived here for the spatial average acceleration
response for each location of excitation. The RMS values of the cir-
cumferential strain as well as axial strains averaged over the three
drive points are presented in Tables 5 and 6 and in Figs. 6 and 7. It
is to be noted that the y axis is plotted on a logarithmic scale and
the reference strain is taken as 1 le.
The strains determined using the relations derived here are in
good agreement with the results obtained using the finite element
method in the higher end of the frequency spectrum. At the lower
end of the spectrum the differences are higher. In the finite ele-
 S. Josephine Kelvina Florence et al. / Applied Acoustics 155 (2019) 453–462 461

Fig. 5. Drive point locations.

Table 5
Circumferential strains using FEM and expression.

Sl. No Frequency Average strain

FEM Expression
Hz le le
1 500 126 182
2 630 120 188
3 800 101 137
4 1000 129 156
5 1250 122 126
6 1600 93 114
7 2000 110 132
8 3150 150 135
9 4000 101 98
10 5000 87 99
11 6300 92 97
12 8000 95 101 Fig. 6. Circumferential strains in the cylinder.
13 10,000 86 91

Table 6
Axial strains using FEM and expression.

Sl. No Frequency Average strain

FEM Expression
(Hz) le le
1 500 58 47
2 630 90 66
3 800 78 54
4 1000 119 84
5 1250 93 81
6 1600 106 84
7 2000 119 107
8 3150 151 124
9 4000 93 92
10 5000 106 95
11 6300 98 95
12 8000 100 100
13 10,000 87 90
Fig. 7. Axial strains in the cylinder.
462 S. Josephine Kelvina Florence et al. / Applied Acoustics 155 (2019) 453–462
ment method, the spatial average of the responses is taken with 3
driving point locations and the results will improve with a few
more driving points. Perhaps this could be the reason for the differ-
ences seen in the lower end of the frequency spectrum.
In summary, one can get a quick estimate of the strains in a
composite cylindrical shell from the known vibrational velocity
using the expression derived in this work. As pointed out earlier
that the existing empirical relations give much different result.
6. Conclusions
Expressions for estimating the strains from the velocity
response of a composite cylindrical shell are derived, applicable
in the higher order modes. The strain-velocity ratio depends on
the orthotropic elastic properties and the curvature of the shell.
It varies with frequency and at higher frequencies it converges to
the ratio for the composite flat plates for which this ratio is inde-
pendent of frequency. Relationship between strains and velocity
for isotropic cylindrical shells are obtained from the expressions
for composite cylindrical shells. Strain-velocity ratios of a typical
composite cylinder used in aerospace structure are presented
based on the results of the present work. They are also obtained
from a finite element model. In the higher end of the frequency
spectrum, very good agreement is seen between the strains deter-
mined using the relations derived in this work and the numerical
simulations. It is shown that if the strains are determined using
the existing empirical relations, they can be in large errors signify-
ing the need for having these expressions.
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