DOCSLIB.ORG

Adaptive Wing Structures for Aeroelastic Drag Reduction and Loads Alleviation

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Adaptive Wing Structures for Aeroelastic Drag Reduction and Loads Alleviation ADAPTIVE WING STRUCTURES FOR AEROELASTIC DRAG REDUCTION AND LOADS ALLEVIATION A thesis submitted to the University of Manchester for the degree of Doctor of Philosophy in the Faculty of Engineering and Physical Sciences September 2010 By Simon J. Miller School of Mechanical, Aerospace and Civil Engineering Contents Abstract 25 Declaration 26 Copyright 27 Acknowledgements 29 1 Introduction 30 1.1 Background and motivation . 30 1.2 Aircraftmorphing-pastandpresent . 33 1.2.1 Planformmorphing. 33 1.2.2 Performancemorphing . 46 1.3 Evolution of aircraft wing structures . 54 1.3.1 Unstressed wing construction . 54 1.3.2 Semi-monocoque wing construction . 55 1.4 Adaptiveinternalstructures . 56 1.5 Aeroelasticity ............................. 57 1.6 Aimsandobjectives ......................... 59 1.7 Contribution.............................. 59 1.8 Summarybychapter ......................... 61 1.9 Relatedpublications . 62 2 2 Overview of the rotating spars concept 64 2.1 Introduction.............................. 64 2.2 Wingwithasinglerotatingspar. 65 2.3 Wingwithmultiplerotatingspars . 66 2.4 Range of applicability . 66 2.5 Researchtodateontheconcept . 68 2.6 Areas identified for development . 69 3 Development of an aeroelastic model for a rotating spars wing 71 3.1 Introduction.............................. 71 3.1.1 Motivation........................... 71 3.1.2 Chapter overview . 72 3.1.3 Modeldescription. 72 3.2 Structuralmodel ........................... 74 3.2.1 Principle of Virtual Displacements . 74 3.2.2 Rayleigh-Ritz method . 90 3.2.3 Note on spar efficiency and lateral buckling . 95 3.3 Aerodynamicmodel.......................... 96 3.3.1 Fluiddynamics ........................ 96 3.3.2 Obtaining the aerodynamic forces . 99 3.3.3 Thehorseshoevortex. 103 3.3.4 Vortex-lattice aerodynamics . 112 3.4 Aeroelasticcoupling . 116 3.4.1 Discretising the virtual work for use with the aerodynamic model ............................. 117 3.4.2 Angle of incidence for a swept elastic wing as a function of theunknownamplitudes . 121 3.4.3 The complete equilibrium equations . 124 3.4.4 Solving the equilibrium equations . 125 3.5 Validation and verification . 127 3 3.5.1 Structuralcomparison . 127 3.5.2 Aerodynamic comparison . 130 3.5.3 Aeroelastic comparison . 134 3.6 Conclusions .............................. 139 4 An analytical study using the rotating spars aeroelastic model 140 4.1 Introduction.............................. 140 4.2 Parameterstudy ........................... 142 4.2.1 Structuralbehaviour . 142 4.2.2 Aeroelastic behaviour . 149 4.3 Establishing design guidelines . 160 4.3.1 Procedure ........................... 160 4.3.2 Suitability for planform . 163 4.3.3 Rotating spar placement and sizing . 167 4.4 Design of a rotating spars wing using a genetic algorithm . 172 4.4.1 Introduction. 172 4.4.2 Optimisation overview . 172 4.4.3 Geneticalgorithms . 176 4.4.4 Optimisation of the rotating spars wing to maximise effec- tivenessparameters. 185 4.5 Trimstudy .............................. 192 4.5.1 Introduction. 192 4.5.2 Trimmingthewing . 193 4.5.3 Effect of rotating spars on the trim state . 194 4.5.4 Minimisation of induced drag at the trim state via a steep- est descent optimisation algorithm . 198 4.6 Conclusions .............................. 204 5 Wind tunnel tests of a rotating spars wing 207 5.1 Introduction.............................. 207 4 5.2 Design of the model using an analytical approach . 209 5.2.1 Basic structural layout . 209 5.2.2 Establishing a baseline wing . 210 5.2.3 Effect of rotating spars on flutter behaviour . 217 5.2.4 Analytical refinement of the model . 218 5.2.5 Buckling check . 224 5.3 Constructionphase . 227 5.3.1 Overviewofthemodel . 227 5.3.2 Description of the wing . 228 5.3.3 Description of the actuator housing . 229 5.3.4 Description of the wing mount . 230 5.3.5 The complete assembly . 231 5.4 Equipment............................... 231 5.4.1 Windtunnel.......................... 232 5.4.2 Load-balance ......................... 232 5.4.3 Laser displacement system . 234 5.4.4 Servos ............................. 234 5.4.5 Data acquisition hardware . 236 5.4.6 Data acquisition software . 237 5.4.7 Otherequipment . 237 5.5 Tests.................................. 238 5.5.1 Determination of airspeed range and integrity of measure- ments ............................. 238 5.5.2 Effect of non-aerodynamic surfaces on the loads . 242 5.5.3 Structuralparametertests . 243 5.5.4 Aeroelastic parameter tests . 247 5.5.5 Control of the loads via a regression model . 250 5.5.6 Control of the deflections via a regression model . 255 5.5.7 Control of the loads via an optimisation approach . 256 5 5.5.8 Control of the deflections via an optimisation approach . 261 5.6 Conclusions .............................. 267 6 Adaptive wing tip devices for loads alleviation 269 6.1 Introduction.............................. 269 6.1.1 Next generation surveillance aircraft . 270 6.2 Loads alleviation systems . 272 6.2.1 Stateoftheart ........................ 272 6.2.2 Proposed loads alleviation concept . 273 6.3 Development of a dynamic aeroelastic model for a wing incorpo- ratingawingtipdevice . 275 6.3.1 Introduction. 275 6.3.2 Structuralmodel . 276 6.3.3 Aerodynamicmodel . 283 6.3.4 Solving the aeroelastic equations of motion . 289 6.4 Parameterstudyusingtheaeroelasticmodel . 293 6.4.1 Analyses of the baseline system . 293 6.4.2 Analyses of the modified system . 296 6.5 Casestudyforstressreduction. 301 6.5.1 Description of the baseline platform . 301 6.5.2 Aeroelastic analyses of the baseline system . 301 6.5.3 Aeroelastic analyses of the modified system . 304 6.6 Casestudyformassreduction . 311 6.6.1 Uniform mass reduction . 311 6.6.2 Mass reduction via optimisation . 312 6.7 Conclusions .............................. 317 7 Conclusions and future work 319 7.1 Conclusions .............................. 319 7.2 Suggestionsforfurtherwork . 323 6 References 326 Additional sources of information 342 Final word count: 63,310 7 List of Tables 3.1 Comparison of rigid lift coefficient between the VLM and DLM. 132 3.2 Comparison of rigid lift coefficient between the VLM and Tornado code................................... 133 3.3 Comparison of rigid induced drag coefficient between the VLM andTornadocode. .......................... 134 3.4 Comparison of aeroelastic lift coefficient between the RR VLM \ model and FE DLMmodel. ..................... 135 \ 3.5 Comparison of divergence dynamic pressure between the RR VLM \ model and FE DLMmodel. ..................... 136 \ 4.1 Variable range and increments. 178 4.2 Transformed variable range and increments. 179 4.3 Representation of possible solutions with binary strings and con- version back to transformed and actual variable decimal values. 180 4.4 Fitnessofeachgene. 180 4.5 Crossoverofgenes. .......................... 181 4.6 Inversionofgenes. .......................... 182 4.7 Translationofgenes. 183 4.8 Introductionofnewblood. 184 4.9 Carry-over of elite gene from previous generation. 184 4.10 Parameter ranges and number of increments. 186 4.11 Basic fixed parameter values. 187 4.12 Optimisation constraints for the design of the rotating spars wing. 188 8 4.13 GAoptimisationresults. 190 5.1 Performance of the baseline wing design. 222 5.2 Parameter ranges for the refinement of the wing design. 223 5.3 Parameter values for the refined wing design. 223 5.4 Performanceoftherefinedwingdesign. 223 5.5 Force requirement for lateral buckling of the spars. 226 5.6 Failuremodeofspars. 226 5.7 Data acquisition hardware connections. 237 5.8 Typical variation in signal voltage as a percentage of transducer range. ................................. 240 5.9 Results demonstrating the repeatability of the optimisation rou- tine to achieve a reference αetip by varying φr. ...........262 6.1 Undamped natural frequencies of the baseline system. 294 6.2 Undamped natural frequencies when the loads alleviation device isemployed............................... 296 6.3 Parameterranges.. 313 6.4 Ribparameters............................. 315 6.5 Sparparameters. ........................... 316 6.6 Othercomponentparameters. 316 9 List of Figures 1.1 Examples of variable sweep aircraft. 34 1.2 NextGen Aeronautics Morphing Aircraft Structures concept. 35 1.3 The small wing area and aspect ratio of the Lockheed F-104. 37 1.4 Diagram of the Fowler flap operation. 37 1.5 Telescoping wing sections of the LIG-7 by Bakshaev for chordwise areaincrease. ............................. 38 1.6 Telescoping wing sections of the MAK-123 by Makhonine for span- wiseareaincrease. .......................... 38 1.7 A recent spanwise telescoping wing concept. 39 1.8 Lockheed Martin folding wing concept. 40 1.9 Variable anhedral wing tips of the North American XB-70. 40 1.10 Biplane-to-monoplane morphing examples. 42 1.11 Inflatablewingexamples.. 43 1.12 Retractable undercarriage of a Boeing 787. 44 1.13 Variable droop nose on the A´erospatiale-BAC Concorde. 44 1.14 Examples of V/STOL aircraft. 45 1.15 Effect of camber on an arbitrary lift curve. 47 1.16 Commonflaptypes........................... 47 1.17 Patented designs for continuous variable camber wings. ..... 48 1.18 Geometry of a traditional jointed mechanism that maintains upper surfacecontinuity.. 48 10 1.19 The internal structure and actuators of the compliant Mission AdaptiveWing............................. 49 1.20 Smart Wing ultrasonic piezoelectric motors. 49 1.21 Mission Adaptive Compliant Wing trailing-edge demonstrating 10◦ deflections. ........................... 50 ± 1.22 A DLR-developed
Load more

Recommended publications
  • Flexfloil Shape Adaptive Control Surfaces—Flight Test and Numerical Results
    FLEXFLOIL SHAPE ADAPTIVE CONTROL SURFACES—FLIGHT TEST AND NUMERICAL RESULTS Sridhar Kota∗ , Joaquim R. R. A. Martins∗∗ ∗FlexSys Inc. , ∗∗University of Michigan Keywords: FlexFoil, adaptive compliant trailing edge, flight testing, aerostructural optimization Abstract shape-changing control surface technologies has been realized by the ACTE program in which the The U.S Air Force and NASA recently concluded high-lift flaps of the Gulfstream III test aircraft a series of flight tests, including high speed were replaced by a 19-foot spanwise FlexFoilTM (M = 0:85) and acoustic tests of a Gulfstream III variable-geometry control surfaces on each wing, business jet retrofitted with shape adaptive trail- including a 2 ft wide compliant fairings at each ing edge control surfaces under the Adaptive end, developed by FlexSys Inc. The flight tests Compliant Trailing Edge (ACTE) program. The successfully demonstrated the flight-worthiness long-sought goal of practical, seamless, shape- of the variable geometry control surfaces. changing control surface technologies has been Modern aircraft wings and engines have realized by the ACTE program in which the high- reached near-peak levels of efficiency, making lift flaps of the Gulfstream III test aircraft were further improvements exceedingly difficult. The replaced with 23 ft spanwise FlexFoilTM variable next frontier in improving aircraft efficiency is to geometry control surfaces on each wing. The change the shape of the aircraft wing in-flight to flight tests successfully demonstrated the flight- maximize performance under all operating con- worthiness of the variable geometry control sur- ditions. Modern aircraft wing design is a com- faces. We provide an overview of structural and promise between several constraints and flight systems design requirements, test flight envelope conditions with best performance occurring very (including critical design and test points), re- rarely or purely by chance.
    [Show full text]
  • Static and Dynamic Performance of a Morphing Trailing Edge Concept with High-Damping Elastomeric Skin
    aerospace Article Static and Dynamic Performance of a Morphing Trailing Edge Concept with High-Damping Elastomeric Skin Maurizio Arena 1,*, Christof Nagel 2, Rosario Pecora 1,* , Oliver Schorsch 2 , Antonio Concilio 3 and Ignazio Dimino 3 1 Department of Industrial Engineering—Aerospace Division, University of Naples “Federico II”, Via Claudio, 21, 80125 Napoli (NA), Italy 2 Fraunhofer Institute for Manufacturing Technology and Advanced Materials, Wiener Straße 12, D-28359 Bremen, Germany; [email protected] (C.N.); [email protected] (O.S.) 3 Smart Structures Division Via Maiorise, The Italian Aerospace Research Centre, CIRA, 81043 Capua (CE), Italy; [email protected] (A.C.); [email protected] (I.D.) * Correspondence: [email protected] (M.A.); [email protected] (R.P.); Tel.: +39-081-768-3573 (M.A. & R.P.) Received: 18 November 2018; Accepted: 14 February 2019; Published: 19 February 2019 Abstract: Nature has many striking examples of adaptive structures: the emulation of birds’ flight is the true challenge of a morphing wing. The integration of increasingly innovative technologies, such as reliable kinematic mechanisms, embedded servo-actuation and smart materials systems, enables us to realize new structural systems fully compatible with the more and more stringent airworthiness requirements. In this paper, the authors describe the characterization of an adaptive structure, representative of a wing trailing edge, consisting of a finger-like rib mechanism with a highly deformable skin, which comprises both soft and stiff parts. The morphing skin is able to follow the trailing edge movement under repeated cycles, while being stiff enough to preserve its shape under aerodynamic loads and adequately pliable to minimize the actuation power required for morphing.
    [Show full text]
  • The «Active Aeroelasticity» Concept – the Main Stages and Prospects of Development
    THE «ACTIVE AEROELASTICITY» CONCEPT – THE MAIN STAGES AND PROSPECTS OF DEVELOPMENT 1 G.A. Amiryants, 2 A.V. Grigorev, 3 Y.A. Nayko, 4 S.E. Paryshev, 1 Main scientific researcher, 2 Junior Scientific researcher, 3 Scientific researcher, 4 Head of department Central Aero-hydrodynamic Institute – TsAGI, Russia Keywords: active aeroelasticity, multidisciplinary investigations, elastically scaled model From the very beginning of static aeroelasticity supervision by A.Z. Rekstin and research it’s important part was searching for V.G. Mikeladze. However, the common rational ways of providing airplanes’ safety drawback of these control surfaces too was from aileron reversal and divergence as well as negative influence of structural elasticity on providing weight efficiency and high these surfaces’ effectiveness. aerodynamic performance of airplanes. The studies by Ja.M.. Parchomovsky, G.A. Amiryants, D.D. Evseev, S.Ja. Sirota, One of the most promising directions of aircraft V.A. Tranovich, L.A. Tshai, Ju.F. Jaremchuk design worldwide today is related to the term of performed in 1950-1960 in TsAGI “exploitation of structural elasticity” or the systematically demonstrated the possibilities to “active aerolasticity” concept. The early 1960s increase control surfaces effectiveness (and faced the urgent need to increase stiffness of solving other static aeroelasticity problems) thin low-aspect-ratio wings of supersonic M-50 using “traditional” approaches: rational increase and R-020 airplanes to diminish negative of wing stiffness (by changing wing skin influence of structural elastic deformations on thickness distribution, airfoil thickness, roll control. As it turned out, even with the choosing the position of stiffness axis, wing optimal increase of structural stiffness to solve spar stiffness), variation of position and shape severe aileron reversal problem the increase of of conventional ailerons and rudders, the airframe weight was unacceptable.
    [Show full text]
  • 09 Stability and Control
    Aircraft Design Lecture 9: Stability and Control G. Dimitriadis Introduction to Aircraft Design Stability and Control H Aircraft stability deals with the ability to keep an aircraft in the air in the chosen flight attitude. H Aircraft control deals with the ability to change the flight direction and attitude of an aircraft. H Both these issues must be investigated during the preliminary design process. Introduction to Aircraft Design Design criteria? H Stability and control are not design criteria H In other words, civil aircraft are not designed specifically for stability and control H They are designed for performance. H Once a preliminary design that meets the performance criteria is created, then its stability is assessed and its control is designed. Introduction to Aircraft Design Flight Mechanics H Stability and control are collectively referred to as flight mechanics H The study of the mechanics and dynamics of flight is the means by which : – We can design an airplane to accomplish efficiently a specific task – We can make the task of the pilot easier by ensuring good handling qualities – We can avoid unwanted or unexpected phenomena that can be encountered in flight Introduction to Aircraft Design Aircraft description Flight Control Pilot System Airplane Response Task The pilot has direct control only of the Flight Control System. However, he can tailor his inputs to the FCS by observing the airplane’s response while always keeping an eye on the task at hand. Introduction to Aircraft Design Control Surfaces H Aircraft control
    [Show full text]
  • Topology Optimization of Large-Scale 3D Morphing Wing Structures
    actuators Article Topology Optimization of Large-Scale 3D Morphing Wing Structures Peter Dørffler Ladegaard Jensen 1,* , Fengwen Wang 1 , Ignazio Dimino 2 and Ole Sigmund 1 1 Department of Mechanical Engineering, Technical University of Denmark, 2800 Kongens Lyngby, Denmark; [email protected] (F.W.); [email protected] (O.S.) 2 Adaptive Structures Technologies, The Italian Aerospace Research Centre, CIRA, Via Maiorise, 81043 Capua, Italy; [email protected] * Correspondence: [email protected] Abstract: This work proposes a systematic topology optimization approach for simultaneously de- signing the morphing functionality and actuation in three-dimensional wing structures. The actuation was modeled by a linear-strain-based expansion in the actuation material. A three-phase material model was employed to represent structural and actuating materials and voids. To ensure both structural stiffness with respect to aerodynamic loading and morphing capabilities, the optimization problem was formulated to minimize structural compliance, while the morphing functionality was enforced by constraining a morphing error between the actual and target wing shape. Moreover, a feature-mapping approach was utilized to constrain and simplify the actuator geometries. A trailing edge wing section was designed to validate the proposed optimization approach. Numerical results demonstrated that three-dimensional optimized wing sections utilize a more advanced structural layout to enhance structural performance while keeping the morphing functionality better than two-dimensional wing ribs. The work presents the first step towards the systematic design of three-dimensional morphing wing sections. Citation: Jensen, P.D.L.; Wang, F.; Dimino, I.; Sigmund, O. Topology Keywords: topology optimization; morphing wing; aerospace design optimization; smart and Optimization of Large-Scale 3D adaptive structures; feature mapping Morphing Wing Structures.
    [Show full text]
  • Chapter 12 Design of Control Surfaces
    Aileron Design Chapter 12 Design of Control Surfaces From: Aircraft Design: A Systems Engineering Approach Mohammad Sadraey 792 pages September 2012, Hardcover Wiley Publications 12.4.1. Introduction The primary function of an aileron is the lateral (i.e. roll) control of an aircraft; however, it also affects the directional control. Due to this reason, the aileron and the rudder are usually designed concurrently. Lateral control is governed primarily through a roll rate (P). Aileron is structurally part of the wing, and has two pieces; each located on the trailing edge of the outer portion of the wing left and right sections. Both ailerons are often used symmetrically, hence their geometries are identical. Aileron effectiveness is a measure of how good the deflected aileron is producing the desired rolling moment. The generated rolling moment is a function of aileron size, aileron deflection, and its distance from the aircraft fuselage centerline. Unlike rudder and elevator which are displacement control, the aileron is a rate control. Any change in the aileron geometry or deflection will change the roll rate; which subsequently varies constantly the roll angle. The deflection of any control surface including the aileron involves a hinge moment. The hinge moments are the aerodynamic moments that must be overcome to deflect the control surfaces. The hinge moment governs the magnitude of augmented pilot force required to move the corresponding actuator to deflect the control surface. To minimize the size and thus the cost of the actuation system, the ailerons should be designed so that the control forces are as low as possible.
    [Show full text]
  • Design of a Transonic Wing with an Adaptive Morphing Trailing Edge Via Aerostructural Optimization
    Design of a Transonic Wing with an Adaptive Morphing Trailing Edge via Aerostructural Optimization David A. Burdettea, Joaquim R. R. A. Martinsa,∗ a University of Michigan, Department of Aerospace Engineering Abstract Novel aircraft configurations and technologies like adaptive morphing trailing edges offer the potential to improve the fuel efficiency of commercial transport aircraft. To accurately quantify the benefits of morphing wing technology for commercial transport aircraft, high-fidelity design optimization that considers both aerodynamic and structural design with a large number of design vari- ables is required. To address this need, we use high-fidelity aerostructural that enables the detailed optimization of wing shape and sizing using hundreds of de- sign variables. We perform a number of multipoint aerostructural optimizations to demonstrate the performance benefits offered by morphing technology and identify how those benefits are enabled. In a comparison of optimizations con- sidering seven flight conditions, the addition of a morphing trailing edge device along the aft 40% of the wing can reduce cruise fuel burn by more than 5%. A large portion of fuel burn reduction due to morphing trailing edges results from a significant reduction in structural weight, enabled by adaptive maneuver load alleviation. We also show that a smaller morphing device along the aft 30% of the wing produces nearly as much fuel burn reduction as the larger morphing device, and that morphing technology is particularly effective for high aspect ratio wings. Keywords: Morphing, Adaptive compliant trailing edge, Wing design, Aerostructural optimization, Common Research Model ∗Corresponding author Preprint submitted to Elsevier August 8, 2018 1. Introduction Increased awareness of environmental concerns and fluctuations in fuel prices in recent years have led the aircraft manufacturing industry to push for improved aircraft fuel efficiency.
    [Show full text]
  • Mission Adaptive Compliant Wing – Design, Fabrication and Flight Test
    UNCLASSIFIED/UNLIMITED Mission Adaptive Compliant Wing – Design, Fabrication and Flight Test Sridhar Kota, Russell Osborn, Gregory Ervin, Dragan Maric FlexSys Inc. 2006 Hogback Rd. ,Suite 7 Ann Arbor, MI, U.S.A [email protected] Peter Flick and Donald Paul Air Force Research Laboratory Dayton, OH, U.S.A ABSTRACT This paper provides an overview of the design, fabrication and testing of a variable camber trailing edge for a high-altitude, long-endurance aircraft. The key enabling technology for the lightweight, low-power adaptive trailing edge is due to utilization of elasticity in the underlying structure through implementation of compliant mechanisms. The paper describes flight testing of the “Mission Adaptive Compliant Wing” (MACW) adaptive structure trailing edge flap used in conjunction with a natural laminar flow airfoil. The MACW technology provides lightweight, low-power, variable geometry re-shaping of the upper and lower flap surface with no seams or discontinuities. In this particular study, the airfoil flap system is optimized to maximize the laminar boundary layer extent over a broad lift coefficient range for endurance aircraft applications. The wing was flight tested at full-scale dynamic pressure, full-scale Mach, and reduced-scale Reynolds Numbers on the Scaled Composites White Knight aircraft. Data from flight testing revealed laminar flow was maintained over approximately 60% of the airfoil chord for much of the lift range. Drag results are provided based on a dynamic pressure scaling factor to account for White Knight fuselage and wing interference effects. The expanded “laminar bucket” capability allows the endurance aircraft to significantly extend its range (15% or more) by continuously optimizing the wing L/D throughout the mission.
    [Show full text]
  • Structural Design and Verification of an Innovative Whole Adaptive Variable Camber Wing
    This is a repository copy of Structural design and verification of an innovative whole adaptive variable camber wing. White Rose Research Online URL for this paper: http://eprints.whiterose.ac.uk/155098/ Version: Accepted Version Article: Zhao, A, Zou, H, Jin, H et al. (1 more author) (2019) Structural design and verification of an innovative whole adaptive variable camber wing. Aerospace Science and Technology, 89. pp. 11-18. ISSN 1270-9638 https://doi.org/10.1016/j.ast.2019.02.032 © 2019 Published by Elsevier Masson SAS. This manuscript version is made available under the CC-BY-NC-ND 4.0 license http://creativecommons.org/licenses/by-nc-nd/4.0/. Reuse This article is distributed under the terms of the Creative Commons Attribution-NonCommercial-NoDerivs (CC BY-NC-ND) licence. This licence only allows you to download this work and share it with others as long as you credit the authors, but you can’t change the article in any way or use it commercially. More information and the full terms of the licence here: https://creativecommons.org/licenses/ Takedown If you consider content in White Rose Research Online to be in breach of UK law, please notify us by emailing [email protected] including the URL of the record and the reason for the withdrawal request. [email protected] https://eprints.whiterose.ac.uk/ 1 Structural design and verification of an innovative whole adaptive variable camber wing 2 Anmin Zhaoa,b, Hui Zoua, Haichuan Jina, Dongsheng Wena 3 aNational key Laboratory of Human Machine and Environment Engineering, Beihang 4 University, Beijing, 100191, China 5 bNational key laboratory of Computational Fluid Dynamics, Beihang University, Beijing, 6 100191, China 7 Abstract: A whole adaptive variable camber wing (AVCW) equipped with an innovative 8 double rib sheet (DRS) structure is experimentally and numerically studied in this work.
    [Show full text]
  • In-Flight Wingtip Folding: Inspiration from the XB-70 Valkyrie Gaétan X
    International Journal of Aviation, Aeronautics, and Masthead Logo Aerospace Volume 6 | Issue 3 Article 7 2019 In-flight Wingtip Folding: Inspiration from the XB-70 Valkyrie Gaétan X. Dussart Cranfield University, [email protected] Mudassir Lone Cranfield University, [email protected] Ciaran O'Rourke Airbus Ltd, [email protected] Thomas Wilson Airbus Ltd, [email protected] Follow this and additional works at: https://commons.erau.edu/ijaaa Part of the Aeronautical Vehicles Commons, Applied Mechanics Commons, and the Aviation and Space Education Commons Scholarly Commons Citation Dussart, G. X., Lone, M., O'Rourke, C., & Wilson, T. (2019). In-flight Wingtip Folding: Inspiration from the XB-70 Valkyrie. International Journal of Aviation, Aeronautics, and Aerospace, 6(3). Retrieved from https://commons.erau.edu/ijaaa/vol6/iss3/7 This Article is brought to you for free and open access by the Journals at Scholarly Commons. It has been accepted for inclusion in International Journal of Aviation, Aeronautics, and Aerospace by an authorized administrator of Scholarly Commons. For more information, please contact [email protected], [email protected]. Dussart et al.: In-flight Wingtip Folding: Inspiration from the XB-70 Valkyrie Introduction To help develop future aircraft technologies, the authors investigated past developments and applications in the field of folding wingtips for inspiration, focusing on the XB-70 Valkyrie. Arguably the most iconic example of folding wingtip capable vehicle, it included the largest moving lifting surfaces ever flown and provides a good insight on the actuator and systems requirement for wingtip folding. Following a justification for incremental aircraft design changes, the authors introduce past and on-going developments in folding wingtip systems for large civil aircraft.
    [Show full text]
  • Optimal Design of Compliant Trailing Edge for Shape Changing
    Chinese Journal of Aeronautics Chinese Journal of Aeronautics 21(2008) 187-192 www.elsevier.com/locate/cja Optimal Design of Compliant Trailing Edge for Shape Changing Liu Shili, Ge Wenjie*, Li Shujun School of Mechatronics, Northwestern Polytechnical University, Xi’an 710072, China Received 19 July 2007; accepted 2 January 2008 Abstract Adaptive wings have long used smooth morphing technique of compliant leading and trailing edge to improve their aerodynamic characteristics. This paper introduces a systematic approach to design compliant structures to carry out required shape changes under distributed pressure loads. In order to minimize the deviation of the deformed shape from the target shape, this method uses MATLAB and ANSYS to optimize the distributed compliant mechanisms by way of the ground approach and genetic algorithm (GA) to remove the elements possessive of very low stresses. In the optimization process, many factors should be considered such as airloads, input dis- placements, and geometric nonlinearities. Direct search method is used to locally optimize the dimension and input displacement after the GA optimization. The resultant structure could make its shape change from 0 to 9.3 degrees. The experimental data of the model confirms the feasibility of this approach. Keywords: adaptive wing; compliant mechanism; genetic algorithm; topology optimization; distributed pressure load; geometric nonlin- earity 1 Introduction* changing. Nevertheless, compared to the compliant mechanism, the smart-material-made actuators have As conventional airfoil contours are usually many disadvantages, such as deficient in energy, designed with specific lift coefficients and Mach slow in response, strong in hysteresis, limited by numbers, they could not change in accordance with temperature, and difficult to control too many ac- the environment changing.
    [Show full text]
  • AEX for Middle School Physical Science
    Target Lesson 5 Lesson Reference: NASA at http://connect.larc.nasa.gov/connect_bak/pdf/flightd.pdf and a CAP ACE academic lesson Objectives: Students will define and demonstrate roll, pitch, and yaw. Students will experiment with surface controls to Students will convert fractions to decimals. Students will calculate percentages and determine probability from data. National Standards: Math Number and Operations o Work flexibly with fractions, decimals, and percents to solve problems Understand and apply basic concepts of probability o Use proportionality and a basic understanding of probability to make and Communication o Organize and consolidate mathematical thinking through communication Connections o Understand how mathematical ideas interconnect and build on one another to produce a coherent whole o Recognize and apply mathematics in contexts outside of mathematics Representation o Create and use representations to organize, record, and communicate mathematical ideas Science Unifying Concepts and Processes o Evidence, models, and explanation Content Standard A: Science as Inquiry Content Standard B: Physical Science o Motions and forces o Transfer of energy Content Standard E: Science and Technology o Abilities of technological design ISTE NETS Technology Standards Creativity and Innovation o Use models and simulations to explore complex systems and issues Communication and Collaboration o Develop an understanding of engineering design Critical Thinking, Problem Solving, and Decision Making 59 Background Information: (from NASA Quest at http://quest.arc.nasa.gov/aero/planetary/atmospheric/control.html) An airplane has three control surfaces: ailerons, elevators and a rudder. These control surfaces affect the motions of an airplane by changing the way the air flows around it.
    [Show full text]