Optimization and design of an aircraft's morphing wing-tip demonstrator for drag reduction at low speeds, Part II - Experimental validation using Infra-Red transition measurement from Wind Tunnel tests

Koreanschi, Andreea; Gabor, Oliviu Şugar; Acotto, Joran; Brianchon, Guillaume; Portier, Gregoire; Botez, Ruxandra Mihaela; Mamou, Mahmoud; Mébarki, Youssef

doi:10.1016/j.cja.2016.12.018

Cited by 44 publications

(11 citation statements)

References 24 publications

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“…To avoid the contamination of pressure sensors, but also the negative influence on the pressure readings from the 32 Kulite sensors, the area on the upper wing surface where the two sensor lines were mounted was not coated with the paint. The measurement of the monitored surface temperature has been performed with a Jenoptik VarioCAM camera, operating at a frame rate of 30 Hz at 640 × 480 IR pixel resolution and equipped with 60 • lens to visualise the transition region over the whole upper surface of the morphing wing model (46)(47)(48)(49) . upstream and downstream fronts.…”

Section: Results Obtained During Wind-tunnel Testing Of the Morphing mentioning

confidence: 99%

A new hybrid control methodology for a morphing aircraft wing-tip actuation mechanism

et al. 2019

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The focus of this paper is on the modelling of miniature electromechanical actuators used in a morphing wing application, on the development of a control concept for these actuators, and on the experimental validation of the designed control system integrated in the morphing wing-tip model for a real aircraft. The assembled actuator includes as its main component a brushless direct current motor coupled to a trapezoidal screw by using a gearing system. A Linear Variable Differential Transformer (LVDT) is attached on each actuator giving back the actuator position in millimetres for the control system, while an encoder placed inside the motor provides the position of the motor shaft. Two actuation lines, each with two actuators, are integrated inside the wing model to change its shape. For the experimental model, a full-scaled portion of an aircraft wing tip is used with the chord length of 1.5 meters and equipped on the upper surface with a flexible skin made of composite fibre materials. A controllable voltage provided by a power amplifier is used to drive the actuator system. In this way, three control loops are designed and implemented, one to control the torque and the other two to control the position in a parallel architecture. The parallel position control loops use feedback signals from different sources. For the first position control loop, the feedback signal is provided by the integrated encoder, while for the second one, the feedback signal comes from the LVDT. For the experimental model, the parameters for the torque control, but also for the position control-based encoder signal, are implemented in the power amplifier energising the electrical motor. On the other hand, a National Instruments real-time system is used to implement and test the position control-based LVDT signal. The experimental validation of the developed control system is realised in two independent steps: bench testing with no airflow and wind-tunnel testing. The pressure data provided by a number of Kulite sensors equipping the flexible skin upper surface and the infrared thermography camera visualisations are used to estimate the laminar-to-turbulent transition point position.

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Section: Results Obtained During Wind-tunnel Testing Of the Morphing mentioning

confidence: 99%

A new hybrid control methodology for a morphing aircraft wing-tip actuation mechanism

et al. 2019

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“…Comparisons between the experimental transition regions of the wing section (morphed and un-morphed) were carried out by means of infrared (IR) thermography. Numerical optimization was validated as documented in a successive paper [34] (Figures 8 and 9). The optimization was accomplished for 16 flight cases by changing the following parameters: speed, attack angles, and aileron deflections.…”

Section: Sma Applications On Wingsmentioning

confidence: 99%

“…Example of infrared results for morphed wing demonstrator without aileron[34].Figure 9 Reprinted from Chinese Journal of Aeronautics, Vol. 30 (1), Koreanski, A.; Gabor, O.S.…”

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Shape Memory Alloys for Aerospace, Recent Developments, and New Applications: A Short Review

2020

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Shape memory alloys (SMAs) show a particular behavior that is the ability to recuperate the original shape while heating above specific critical temperatures (shape memory effect) or to withstand high deformations recoverable while unloading (pseudoelasticity). In many cases the SMAs play the actuator's role. Starting from the origin of the shape memory effect, the mechanical properties of these alloys are illustrated. This paper presents a review of SMAs applications in the aerospace field with particular emphasis on morphing wings (experimental and modeling), tailoring of the orientation and inlet geometry of many propulsion system, variable geometry chevron for thrust and noise optimization, and more in general reduction of power consumption. Space applications are described too: to isolate the micro-vibrations, for low-shock release devices and self-deployable solar sails. Novel configurations and devices are highlighted too.Materials 2020, 13, 1856 2 of 16 and novelty of the proposals. Ni-Ti alloys are the most employed ones, but the subject is not limited to them. Origin of the Shape Memory EffectFor the comprehension of the basic principles regarding the shape memory effect and pseudoelasticity, many contributions are useful. The crystallography of martensite, the transformation temperatures, and rate of martensite formation are discussed in details by Nishiyama [6].Materials 2020, 13, x FOR PEER REVIEW 2 of 16 relevance, number of articles, and novelty of the proposals. Ni-Ti alloys are the most employed ones, but the subject is not limited to them. Origin of the Shape Memory EffectFor the comprehension of the basic principles regarding the shape memory effect and pseudoelasticity, many contributions are useful. The crystallography of martensite, the transformation temperatures, and rate of martensite formation are discussed in details by Nishiyama [6]. Figure 1. Binary phase diagram of Ti-Ni alloy [7]. Figure 1

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“…For example, Koreanschi et al. [57,58] applied airfoil morphing at the wingtip region close to the winglet. The upper thickness of the airfoil was changed by four actuators and was optimised with 15 their in-house genetic algorithm to minimise the drag.…”

Section: Background and Classificationmentioning

confidence: 99%

“…The corrugation structure is made of the composites described in Table 3.2. Detailed finite element models are created first to compare the equivalent modulus to the homogeneous method in Figure 3.7(b) 58 and to obtain the deformation limit. The models are created in Abaqus®, and each finite element model has 4 round corrugations.…”

Section: Influence Of the Unsymmetrical Stiffnessmentioning

confidence: 99%

Design and Optimisation of Morphing Aircraft

Wang¹

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Optimization and design of an aircraft's morphing wing-tip demonstrator for drag reduction at low speeds, Part II - Experimental validation using Infra-Red transition measurement from Wind Tunnel tests

Cited by 44 publications

References 24 publications

A new hybrid control methodology for a morphing aircraft wing-tip actuation mechanism

A new hybrid control methodology for a morphing aircraft wing-tip actuation mechanism

Shape Memory Alloys for Aerospace, Recent Developments, and New Applications: A Short Review

Design and Optimisation of Morphing Aircraft

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