2-Adaptive Camber-Morphing Wing using Zero-Poisson’s ratio Honeycomb

7/22/2019 2-Adaptive Camber-Morphing Wing using Zero-Poissons ratio Honeycomb

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Adaptive Camber-Morphing Wing using Zero-Poissons ratio Honeycomb

Speaker: Mr. Ashley Dale, Ph.D. Research Student Industrial Case Award

Prof. Jonathan Cooper, Professor of Aerostructures and Aeroelasticity

Mr. Anthony Mosquera, Applied Computing and Engineering Ltd.

Conventional: Morphing:


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Introduction

What will be talked about:

- What are morphing wings?

- Why should we morph wings?

- How I intend to morph the camber of a wing using a honeycomb?

- What sort of results have been generated?

- What is the intended direction of this research?

Adaptive Camber-Morphing Wing usingZero-Poissons Ratio Honeycomb

- Ashley Dale

Introduction

Morphing Aircraft

- Definition- Advantages

Motivation for Research

Concept Exploration

-Accordion Honeycomb

-Morphing Concept

-Normal Modes-Airfoil Comparison

Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


3/23

Morphing Aircraft: Definition

Adaptive

Passive

Funnel, (2007)

Tailorin

g composite structure of wing to behave in a particular way when loaded:

(Scherer, 1999)

(Kudva, 2004)


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


4/23

Morphing Aircraft: Advantages

Expanding aircraft flight envelope to better overall capability and performance:

Comparison to nature:

Example case (Joshi et al, 2004):


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


5/23

Morphing Aircraft: Advantages

a

.) Conventional flap deflection b.) Equivalent morphing flap deflection

1.) Winglet

2.) Low Speed Aileron

3.) High Speed Aileron

4.) Flap track fairing

5.) Krger flaps

6.) Slats

7.) Three slotted inner flaps

8.) Three slotted outer flaps

9.) Spoilers

10.) Spoilers Air-brakes

Replacing conventional control surfaces to improve performance:

Typical control surfaces configuration on a large transport aircraft:

DiscontinuityContinuity

Flow SeparationFlow Separation


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


6/23


Flights (4% growth rate pa):

2012 100%

2020 137%

2030 203%

2040 300%

2050 444%

Growth rate of no. flights in Europe between 1960

2007, Challenges of Growth, Eurocontrol (2008)

Airport capacity shortfall in 2030, Eurocontrol (2009)


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


7/23


Advisory Council for Aeronautics Research in Europe (ACARE) future objectives for the air transportindustry in Europe, against a baseline of the year 2000:

2020: 50% reduction in CO280% reduction in NOx

2050: 75% reduction in CO2

90% reduction in NOx

A significant share of the94b R&D budget is devoted to this, ACARE (2010).

Change of energy related CO2

emissions since 1990, IEA (2008)

20-25% reduction in CO2 emissions throughimprovements to airframe design,ACARE (2010)

(based on doubling the historic rate of improvement)

1% increase in airfoil efficiency = $100000-$140000 annual returnon each large transport aircraft with regards to fuel-save

Bolonkin et al (1999), Gilyard et al (1999), ACARE (2010)


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


8/23

Concept Exploration: Accordion Honeycomb

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work

Accordion Honeycomb Concept: (developed by Olympio & Gandhi, 2010)


- Ashley Dale

This research uses a modification of the accordionhoneycomb to allow for extension and compression.

Conventional:

Accordion:


9/23

Side:

Top:

Concept Exploration: Accordion Honeycomb

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


- Ashley Dale

Accordion Honeycomb Section (AutoCAD):

dx= -7% of x dx= +7% of x

x

Extension/Compression (Nastran):


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Concept Exploration: Morphing Concept

Simple 3D wing geometry with

accordion honeycomb substituted

for ~10% of original wing skin.

Accordion Principle:


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work

WINGBOX

Concept Setup:

Stepper Motor:Mass Comparison:

Increase in mass of skin section substituted for

honeycomb: ~8-10%

Therefore, increase in total mass of wing skin:

~0.8-1.0%


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Demonstration of Concept:

Typical static aerodynamic loads distributed over wing geometry with extension

and compression loads applied to accordion honeycomb. Fixed at wing root.

Increase in camber generated without

localised shape changes apparent in

chiral-core concept.

Concept Exploration: Morphing ConceptAdaptive Camber-Morphing Wing usingZero-Poissons Ratio Honeycomb

- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work

WINGBOX

extension

compression


12/23


13/23

Concept Exploration: Airfoil ComparisonAdaptive Camber-Morphing Wing usingZero-Poissons Ratio Honeycomb

- Ashley Dale

+ + +

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


14/23

Results: 2D Aerodynamics

-1.0

-0.5

0.0

0.5

1.0

1.5

2.0

-20 -10 0 10 20

Cl

0.0

0.1

0.2

0.3

0.4

-20 -10 0 10 20

Cd

-0.5

-0.4

-0.3

-0.2

-0.1

0.0

0.1

0.2

-20 -10 0 10 20

Cm

-10

0

10

20

30

40

50

-20 -10 0 10 20

Cl/Cd

=+50


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


15/23

Results: 2D Aerodynamics

-1.0

-0.5

0.0

0.5

1.0

1.5

2.0

2.5

-20 -10 0 10 20

Cl

0.0

0.1

0.2

0.3

0.4

0.5

0.6

-20 -10 0 10 20

Cd

-0.5

-0.4

-0.3

-0.2

-0.1

0.0

0.1

0.2

-20 -10 0 10 20

Cm

-10

0

10

20

30

40

50

-20 -10 0 10 20

Cl/Cd

=+200


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


16/23

Results: 3D Wing Geometry

Generic large transport aircraft geometry (B707):

Comparative visualisation of

effective flap/aileron deflections:


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


17/23

Results: 3D AerodynamicsAdaptive Camber-Morphing Wing usingZero-Poissons Ratio Honeycomb

- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


18/23


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


19/23


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work


20/23


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work

Ad ti C b M hi Wi i


21/23

Conclusion

1. Morphing Concept-A camber-morphing wing was generated through the use of a zero Poissons Ratio honeycomb.

-The honeycomb was used to substitute some of the wing skin.-The honeycomb was structurally optimised to match the out-of-plane properties of the skin.

-Actuator-like loads were used to independently change upper and lower chordwise skin length.

-This induced a global camber changes rather than localised camber changes.

-Airfoils were generated through an FE model.


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work

2. 2D Aerodynamic Results

-Aerodynamic characteristics of a conventional and morphing B707.54 airfoil were studied betweeneffective flap deflections of -200+300, through a range of angles of attack -200+200, at a range

of airspeeds 0M0.8.

-Overall the aerodynamic efficiency of the morphing airfoil was superior to the conventional airfoil.

-The pitching moment produced by the morphing airfoil was significantly lower than the conventional

airfoil in all cases.

3. 3D Aerodynamic Results-A simplified B707 wing geometry was generated for 3D aerodynamic study.

-The aerodynamic characteristics of the conventional and morphing wing were studied between effective

flap deflections of -200+300 at an =00 and M=0.3.

-The 3D aerodynamics revealed the morphing wing reduced the production of vortices, and hence

vortical drag, significantly.

-At lower flap deflections the aerodynamic efficiency of each wing remained comparable.

-At higher flap deflections the morphing wing clearly demonstrated better efficiency.-The pitching moment production was marginally less for the morphing wing.

Ad ti C b M hi Wi i


22/23

Future Work

Adaptive Morphing - Accordion Honeycomb:

Immediate Work:-Couple cover-skin (elastomer-matrix-composite) to honeycomb and adapt load-point placement to

maintain smooth global camber changes in wing.

-Couple aeroelastics to aerodynamics in optimisation loop (ModelCenter) to get a better impression of

comparative performance.

-Optimise wingbox composite skin for gust-load-alleviation (ModelCenter): ply count, ply orientation,

stacking sequence.

-Account for weight difference between conventional wing and morphing wing such as to better the

estimation of comparative aircraft fuel-burn.-Account for manufacturing constraints of honeycomb to narrow the optimisation window.


- Ashley Dale

Introduction

Morphing Aircraft



Concept Exploration


-Morphing Concept


Results

-2D Aerodynamics

-3D Wing Geometry

-3D Aerodynamics

Conclusion

Future Work

Computational Simulation Work:-Attach morphing airfoils to generic large transport aircraft (e.g. B747) in 6DOF flight-simulator (X-Plane)

and compare aerodynamic efficiency to conventional aircraft over given flight regimes.

-Carry out RANS CFD analysis (k- / Spalart-Allmaras) on 3D wing through higher airspeeds.-Explore the cruise speed capabilities of the morphing wing relative to the conventional.

Experimental Work:-Rapid manufacture of accordion honeycomb section manufactured (selective laser sintering, University

of Liverpool) for validation of FEM: out-of-plane stiffness properties, stress-strain curve, fatigue

properties.

-Generate CAD of simple morphing wing geometry to be rapidly manufactured (selective laser sintering,University of Liverpool), and attach cover-skin and stepper-motors manually, for demonstration and wind-

tunnel testing to validate FEM and aerodynamics.


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Questions?

2-Adaptive Camber-Morphing Wing using Zero-Poisson’s ratio Honeycomb

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