Search Results (55)

A time-stepping, lifting-line solution algorithm for the prediction of the unsteady aerodynamics of morphing wings is presented. The velocity induced by the wake vorticity is determined through a free-wake vortex-lattice model, whereas the Küssner and Schwarz’s unsteady airfoil theory is used to evaluate the sectional loads, and the generalized aerodynamic loads related to body deformation including camber morphing. The wake vorticity released at the trailing edge derives from the bound circulation and is convected downstream as a vortex ring to form the vortex-lattice wake structure. The local bound circulation is obtained by the application of the Kutta–Joukowski theorem extended to unsteady flows. The accuracy of the loads predicted by the proposed solver is assessed by comparison with the predictions obtained by a three-dimensional boundary-element-method solver for potential flows. The two sets of results agree very well for a wide range of reduced frequencies. Full article

Ice accretion on aircrafts due to atmospheric conditions is still a relevant research topic, especially in the case of Unmanned Aerial Vehicles (UAVs), due to their smaller size and the relative underdevelopment of ice protection systems (anti-icing and de-icing) for these aircraft. For the research and development of these systems, it is necessary to assess their performance in icing wind tunnels (IWTs), which are generally high-cost facilities. This article describes the design and building process of a new IWT for testing fixed-wing UAVs, aimed at cost reduction and restricted to an existing cold climate chamber of limited size. The designed IWT is an open-circuit type with two corners, a test section size of 0.40 m × 0.27 m and speed up to 70 m/s. The design process employs widely used and proven semi-empirical formulas, supported by detailed calculations using Computational Fluid Dynamics (CFD) tools, to achieve a test section core of useful quality and avoid flow separation. Theoretical limits with respect to a usable droplet size and Liquid Water Content (LWC) are calculated, and the test section core is estimated. The design process followed proves to be a very good approach to the design and aerodynamic optimisation of a low-cost IWT. Full article

The limited recyclability of fibre-reinforced thermoset composites has fostered the development of alternative thermoplastic-based composites and their manufacturing processes. The most common thermoplastic-based composites are often costly due to their availability in the form of prepreg materials and to the high pressure and temperatures required for their manufacturing. Yet, the manufacturing of economic and recyclable composites, made of semi-preg composite materials using traditional composite manufacturing technologies, has only been proved at a laboratory scale through the manufacturing of flat plates. This work reports the manufacturing of a real structural part, a wing spar section with complex geometry, made of commingled polyamide 12 (PA12) fibres and carbon fibres (CFs) semi-preg and by oven vacuum bagging (OVB). The composite layup was studied using finite element analysis, and processing simulation assisted in the determination of the PA12/CF preform for OVB. Processing of two forms of semi-preg materials was first evaluated and optimised. The material selection for part manufacturing was mainly defined by the materials’ processability. The spar section was manufactured in two OVB stages and was then mechanically tested. The mechanical test showed a linear strain response of the prototype up to the maximum load and validated the optimised layup configuration of the composite structure. Full article

Aircraft secondary flow systems are small-flow circulation devices that are used for thermal and cold management, flow control, and energy generation on aircraft. The aerodynamic characteristics of main-flow-based inlets have been widely studied, but the secondary-flow-based small inlets, jets, and blowing and suction devices have seldom been studied. Two types of secondary flow systems embedded in a supersonic aircraft wing, a ram-air intake and a submerged intake, are researched here. Firstly, wind tunnel tests under subsonic, transonic, and supersonic conditions are carried out to test the total pressure recovery and total pressure distortion. Secondly, numerical simulations are used to analyze the flow characteristics in the secondary flow systems. The numerical results are validated with experimental data. The calculating errors of the total pressure recovery on the ram-air and submerged secondary flow systems are 8% and 10%, respectively. The simulation results demonstrate that the total pressure distortion tends to grow while the total pressure recovery drops with the increasing Mach number. As the Mach number increases from 0.4 to 2, the total pressure recovery of the ram-air secondary flow system decreases by 68% and 71% for the submerged system. Moreover, the total pressure distortion of the ram-air and submerged secondary flow systems is increased by 19.7 times and 8.3 times, respectively. Thirdly, a detailed flow mechanism is studied based on the simulation method. It is found that the flow separation at the front part of the tube is induced by adverse pressure gradients, which primarily determine the total pressure recovery at the outlet. The three-dimensional vortex in the tube is mainly caused by the change in cross-sectional shape, which influences the total pressure distortion. Full article

Bird wings are exquisite mechanisms integrated with multiple morphological deformation joints. The larger avian species are particularly adept at utilizing their wings’ flapping, folding, and twisting motions to control the wing angle and area. These motions mainly involve different types of spanwise folding and chordwise twisting. It is wondered whether the agile maneuverability of birds is based on the complex coupling of these wing morphing changes. To investigate this issue, we designed a two-section wing structure ornithopter capable of simultaneously controlling both spanwise folding and chordwise twisting and applied it to research on heading control. The experimental data collected from outdoor flights describe the differing flight capabilities between the conventional and two-section active twist wing states, indicating that incorporating an active twist structure enhances the agility and maneuverability of this novel flapping aircraft. In the experiments on yaw control, we observed some peculiar phenomena: although the twisting motion of the active twist ornithopter wings resembles that of a fixed-wing aileron control, due to the intricate coupling of the wing flapping and folding, the ornithopter, under the control of active twist structures, exhibited a yaw direction opposite to the expected direction (directly applying the logic assumed by the fixed-wing aileron control). Addressing this specific phenomenon, we provide a plausible model explanation. In summary, our study with active twist mechanisms on ornithopters corroborates the positive impact of active deformation on their attitude agility, which is beneficial for the design of similar bio-inspired aircraft in the future. Full article

Ice accumulation on lift-generating surfaces, such as rotor blades or wings, degrades aerodynamic performance and increases various risks. Active measures to counteract surface icing are energy-consuming and should be replaced by passive anti-icing surfaces. Two major categories of surface treatments—coating and structuring—already show promising results in the laboratory, but none fulfill the current industry requirements for performance and durability. In this paper, we show how femtosecond laser structuring of stainless steel (1.4301) combined with a hydrocarbon surface treatment or a vacuum treatment leads to superhydrophobic properties. The anti-ice performance was investigated in an icing wind tunnel under glaze ice conditions. Therefore, flexible steel foils were laser-structured, wettability treated and attached to NACA 0012 air foil sections. In the icing wind tunnel, hydrocarbon treated surfaces showed a 50 s ice build-up delay on the leading edge as well as a smoother ice surface compared to the reference. To demonstrate the erosion resistance of these surfaces, long-term field tests on a small-scale wind turbine were performed under alpine operating conditions. The results showed only minor erosion wear of micro- and nano-structures after a period of six winter months. Full article

Aerodynamic noise emitted by small wind turbines is a concern due to their proximity to urban environments. Broadband airfoil self-noise has been found to be the major source, and several studies have discussed techniques to reduce airfoil leading-edge and trailing-edge noises. Reduction mechanisms inspired by owl wings and their airfoil sections were found to be most effective. However, their effect/s on the tip vortex noise remain underexplored. Therefore, this paper investigates the effects of implementing an owl airfoil design on the tip vortex noise generated by the National Renewable Energy Laboratory (NREL) Phase VI wind turbine to gain an understanding of the relationship, if any, between airfoil design and the tip vortex noise mechanism. Numerical prediction of aeroacoustics is employed using the Ansys Fluent Broadband Noise Sources function for airfoil self-noise radiation. Detailed comparisons and evaluations of the generated acoustic power levels (APLs) for two distinguished inlet velocities were made with no loss in torque. Although the owl airfoil design increased the maximum generated APL by the baseline model from 105 dB to 110 dB at the lower inlet velocity, it significantly reduced the surface area generating the noise, and reduced the maximum APL generated by the baseline model by 4 dB as the inlet velocity increased. The ability of the owl airfoil to mitigate the velocity effects along the span of the blade was found to be its main noise reduction mechanism. Full article

Stochastization of boundary-layer flow has a dramatic effect on the aerodynamic characteristics of wings, nacelles, and other objects frequently encountered in practice, resulting in higher skin-friction drag and worse aerodynamic quality. A swept-wing boundary layer encountering a transition to turbulence in the presence of two-dimensional surface reliefs is considered. The relief has the form of strips of a rectangular cross-section oriented parallel to the leading edge and located at different distances from it. The computations are performed for the angle of attack of −5° and an incoming flow velocity of 30 m/s using the ANSYS Fluent 18.0 software together with the author’s LOTRAN 3 package for predicting the laminar–turbulent transition on the basis of the $e^N$-method. New data on distributions of N factors of swept-wing cross-flow instability affected by the surface relief are presented. The data are of practical importance for engineering modeling of the transition. Also, the effectiveness of using the reliefs as a passive method of weakening the cross-flow instability up to 30% to delay the flow stochastization is shown. Full article

Despite the existence of several studies about the scapula’s position and motion, in shoulder pain conditions, there are still conflicting findings regarding scapular adaptations and reduced research about the scapula’s role during functional tasks. The present study aimed to compare scapular-related kinematic and electromyographic outcomes during different shoulder movements (with and without load) and the drinking task, between symptomatic and asymptomatic subjects. Forty subjects (divided into two groups) participated in this cross-sectional observational study. Scapulothoracic motion, scapulohumeral rhythm, and movement quality (considering trunk compensation, time-to-peak acceleration, and smoothness), as well as the relative surface electromyographic activity and muscle ratio considering the trapezius, serratus anterior, and levator scapulae (LS), were assessed. The symptomatic group presented the following: (1) changes in scapular upward rotation (p = 0.008) and winging (p = 0.026 and p = 0.005) during backward transport and drink phases; (2) increased muscle activity level of the middle trapezius (MT) in all tasks (p < 0.0001 to p = 0.039), of LS during shoulder elevation with load (p = 0.007), and of LS and LT during most of the drinking task phases (p = 0.007 to p = 0.043 and p < 0.0001 to p = 0.014, respectively); (3) a decreased serratus anterior lower portion activity level (SAlow) during shoulder lowering with load (p = 0.030) and drink phase (p = 0.047); and (4) an increased muscular ratio between scapular abductors/adductors (p = 0.005 to p = 0.036) and elevators/depressors (p = 0.008 to p = 0.028). Compared to asymptomatic subjects, subjects with chronic shoulder pain presented scapular upward rotation and winging adaptations; increased activity levels of MT, LT, and LS; decreased activity levels of SAlow; and increased scapular muscle ratios. Full article

In the research field of rotorcraft aerodynamics, there are two fundamental challenges: resolving the complex vortex structures in rotor wakes and representing the moving rotor blades in the ambient airflow. In this paper, we address the first challenge by utilizing a third-order unstructured finite volume solver, which exhibits lower numerical dissipation than its second-order counterpart. This allows for sufficient resolution of small vortex structures on relatively coarse meshes. With this flow solver, the second challenge is addressed by modeling each rotor as an actuator disk (i.e., the actuator disk model (ADM)) or modeling each blade as an actuator line (i.e., the actuator line model (ALM)). Both of the two models are equipped with an improved tip loss correction, which is introduced in detail in the methodology section. In the section of numerical experiments, the numerical convergence properties of the two types of solvers have been compared in the case of two-dimensional infinite wing. In addition, the relationship between the ALM and the lifting line theory is discussed in the cases of fixed-wing calculations. Another goal of these cases is to validate the tip loss correction presented. The validation of the ALM/ADM and comparisons of computational efficiency are also demonstrated in simulations involving both hover and forward flight rotors. It was found that the combination of the third-order finite volume solver and the ALM/ADM with the improved tip loss correction presents an efficient way of performing the aerodynamic analysis of rotor-induced downwash flow. Full article

This paper compares various procedures for determining the optimal control law for a wing section in compressible flow. The flow regime includes subsonic, sonic and supersonic flows. For the evolution of the system in the Laplace plane, the present method makes use of the exact unsteady aerodynamic forces in this plane once the control law is established. This is a great advantage over other results previously published, where the unsteady aerodynamics in the Laplace plane are merely approximations of the curve-fitted values in the frequency domain (imaginary axis). A comparison of different control techniques like pole placement, LQR and H-infinity control demonstrates that the H-infinity controller is the optimal choice, exhibiting an H-infinity norm approximately two orders of magnitude lower than the LQR case. Furthermore, the H-infinity controller demonstrates lower pole values than those of the pole placement and LQR compensator, showing the advantage of the H-infinity controller in terms of economic efficiency. Full article

The flight of a migratory bird-like flapping-wing aircraft is characterized by a low Reynolds number and unsteadiness. The selection of airfoil profiles is critical to designing an efficient flapping-wing aircraft. To choose the suitable airfoil for various wing sections, it is necessary to calculate the aerodynamic forces of the unsteady two-dimensional airfoil with a Reynolds number in the range of 10⁵. While accurate, calculating this by solving the Navier–Stokes equations is impractical for early design stages due to its high consumption of computing resources and time. The computational demands for extending it to 3D aerodynamic calculations are even more prohibitive. In this paper, a relatively simple method is proposed. The two-dimensional unsteady panel method is utilized to derive the inviscid flow field, the unsteady integral boundary layer method is utilized to solve the boundary layer viscous flow, and the e^N transition model is adopted to predict the position of the transition. These models are coupled with the semi-inverse interaction method to solve the aerodynamics of the unsteady low-Reynolds-number two-dimensional airfoil. The unsteady aerodynamics of the symmetric and cambered airfoils at different wing sections are calculated respectively by the proposed method. Mechanism analysis of the calculation results is conducted, and a symmetrical airfoil or a slightly cambered airfoil is recommended for the wing tip, a moderately cambered airfoil is suggested for the outer-wing section, and a highly cambered airfoil is suggested for the inner-wing section. Full article

The present study used light and scanning electron microscopy to describe the integrative morphological description of the tongue and laryngeal mound of Heremites vittatus, an endemic lizard of Saharan Africa. Additionally, ultrastructure, histology, histochemistry, and immunohistochemical approaches were used to characterize the lingual apparatus adaptations. In the present study, Heremites vittatus consisted of a complex lingual papillary system in which the ventral apical surface of the foretongue comprised conical papillae. The dorsal surface consisted of different filiform papillary (papillae filiformes) types: the anterior section had two types (bifid and pointed), and the posterior section had four types (triangular, trifid, quadrifid, and pentafid) papillae. The dorsal midtongue surface exhibits scale-like, serrated filiform papillae with anterior gland openings. The hindtongue consisted of two overlapping filiform papillae: scale-like, board-serrated papillae on the median portion and finger-like papillae on the wings. The dorsal surface of the laryngeal mound had 18 longitudinal folds with glandular openings. Histologically, the foretongue was covered by a slightly keratinized layer that was absent in the mid- and hindtongue. The lingual glands were absent from the foretongue but present in the interpapillary space in the mid- and hindtongues. We observed a few rounded taste buds in the conical papilla epithelium. Histochemical analysis revealed strong glandular Alcian Blue (AB)-positive and Periodic Acid–Schiff (PAS)-positive reactions. Immunohistochemistry showed strong cytokeratin immunopositivity in all parts of the tongue. In conclusion, the obtained data about the lingual characterizations have been consistent with the active foraging behavior of the species and its environmental conditions. Full article

The paper exposes some of the results obtained in a major research project related to the design, development, and experimental testing of a morphing wing demonstrator, with the main focus on the development of the automatic control of the actuation system, on its integration into the experimental developed morphing wing system, and on the gain related to the extension of the laminar flow over the wing upper surface when it was morphed based on this control system. The project was a multidisciplinary one, being realized in collaboration between several Canadian research teams coming from universities, research institutes, and industrial entities. The project’s general aim was to reduce the operating costs for the new generation of aircraft via fuel economy in flight and also to improve aircraft performance, expand its flight envelope, replace conventional control surfaces, reduce drag to improve range, and reduce vibrations and flutter. In this regard, the research team realized theoretical studies, accompanied by the development and wind tunnel experimental testing of a rectangular wing model equipped with a morphing skin, electrical smart actuators, and pressure sensors. The wing model was designed to be actively controlled so as to change its shape and produce the expansion of laminar flow on its upper surface. The actuation mechanism used to change the wing shape by morphing its flexible upper surface (manufactured from composite materials) is based on Shape Memory Alloys (SMA) actuators. Shown here are the smart mechanism used to actuate the wing’s upper surface, the design of the intelligent actuation control concept, which uses a self–tuning fuzzy logic Proportional–Integral–Derivative plus conventional On–Off controller, and some of the results provided by the wind tunnel experimental testing of the model equipped with the intelligent controlled actuation system. The control mechanism uses two fuzzy logic controllers, one used as the main controller and the other one as the tuning controller, having the role of adjusting (to tune) the coefficients involved in the operation of the main controller. The control system also took into account the physical limitations of the SMA actuators, including a software protection section for the SMA wires, implemented by using a temperature limiter and by saturating the electrical current powering the actuators. The On–Off component of the integrated controller deactivates or activates the heating phase of the SMA wires, a situation when the actuator passes into the cooling phase or is controlled by the Self–Tuning Fuzzy Logic Controller. Full article

This paper proposes an incremental nonlinear control method for an aeroelastic system’s gust load alleviation and active flutter suppression. These two control objectives can be achieved without modifying the control architecture or the control parameters. The proposed method has guaranteed stability in the Lyapunov sense and also has robustness against external disturbances and model mismatches. The effectiveness of this control method is validated by wind tunnel tests of an active aeroelastic parametric wing apparatus, which is a typical wing section containing heave, pitch, flap, and spoiler degrees of freedom. Wind tunnel experiment results show that the proposed nonlinear incremental control can reduce the maximum gust loads by up to 46.7% and the root mean square of gust loads by up to 72.9%, while expanding the flutter margin by up to 15.9%. Full article