Aircraft Sizing with Morphing as an Independent Variable: Motivation, Strategies and Investigations

Roth, Brian; Peters, Christopher; Crossley, William A.

doi:10.2514/6.2002-5840

Cited by 24 publications

(12 citation statements)

References 3 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Wlezien et al (11) state that half the mass and cost of a transport aircraft wing are due to the complexity of the high-lift system which could potentially be replaced by lighter and simpler morphing systems. Roth et al (12,13) applied a genetic algorithm to analyse optimal wing geometry change in flight via morphing. They found that in their case the morphing wing aircraft had nearly 8% lower take-off gross weight compared to a fixed-geometry wing aircraft and had lower engine thrust requirements.…”

Section: Advantages For Using Morphing Wingsmentioning

confidence: 99%

Morphing skins

et al. 2008

View full text Add to dashboard Cite

A review of morphing concepts with a strong focus on morphing skins is presented. Morphing technology on aircraft has found increased interest over the last decade because it is likely to enhance performance and efficiency over a wider range of flight conditions. For example, a radical change in configuration, i.e. wing geometry in flight may improve overall flight performance when cruise and dash are important considerations. Although many morphing aircraft concepts have been elaborated only a few deal with the problems relating to a smooth and continuous cover that simultaneously deforms and carries loads. It is found that anisotropic and variable stiffness structures offer potential for shape change and small area increase on aircraft wings. Concepts herein focus on those structures where primary loads are transmitted in the spanwise direction and a morphing function is achieved via chordwise flexibility. To meet desirable shape changes, stiffnesses can either be tailored or actively controlled to guarantee flexibility in the chordwise (or spanwise) direction with tailored actuation forces. Hence, corrugated structures, segmented structures, reinforced elastomers or flexible matrix composite tubes embedded in a low modulus membrane are all possible structures for morphing skins. For large wing area changes a particularly attractive solution could adopt deployable structures as no internal stresses are generated when their surface area is increased.

show abstract

Section: Advantages For Using Morphing Wingsmentioning

confidence: 99%

Morphing skins

et al. 2008

View full text Add to dashboard Cite

show abstract

“…σ bend = bending stress due to the skin curvature variation [Pa] I. Introduction L ooking at the extensive literature concerning morphing aircraft, it is evident that morphing is nowadays considered as one of the most promising candidate to guarantee the new challenging requirements defined by US and EU organizations [1][2][3][4] in terms of aircraft increased efficiency and reduction of environmental impact. The new recommendations for civil aircraft industry require to reduce their emissions per passenger kilometer (CO2 < 50%, NOx < 80%, noise < 50%) until 2020.…”

Section: Design Manufacturing and Wind Tunnel Test Of A Morphing Winmentioning

confidence: 99%

Design, Manufacturing and Wind Tunnel Validation of a Morphing Compliant Wing

Gaspari

Riccobene

Ricci

2018

Journal of Aircraft

View full text Add to dashboard Cite

The paper describes the activities performed at Politecnico di Milano in the framework of FP7-NOVEMOR Project aiming at the design, manufacturing and wind tunnel test of a wing model equipped with morphing leading and trailing edges based on compliant structures. Starting from the Reference Aircraft, i.e. a typical regional aircraft developed during NOVEMOR project, a small scale wind tunnel model has been derived to validate the proposed morphing concept and to correlate the numerical models in an experimental environment. A special attention has been devoted to the selection of the manufacturing technology due to the difficulty in realizing compliant structures with enough accuracy at a small scale level. After a short reminder of the tools developed for the design of variable camber morphing wings, the paper describes in details the design and manufacturing phases together with the functionality and wind tunnel tests.The results were used to validate the procedure adopted for the synthesis of the compliant structures and to evaluate the aerodynamic performances of the morphing wing. Nomenclature a = vector of CST extra-coefficients α = angle of attack [deg] α e = "effective" angle of attack [deg] c = airfoil chord [m] C d = drag coefficient for unit span C l = lift coefficient for unit span C m = pitch moment coefficient for unit span ∆κ = curvature difference function between the initial and the deformed shape [1/m] ∆L = length difference function between the initial and the deformed shape [m] δ LE = leading edge equivalent deflection [deg] δ T E = trailing edge equivalent deflection [deg] ψ = non-dimensional airfoil chordwise coordinate T p = CST-Vandermonde matrix of order p σ axial = axial stress due to the skin length variation [Pa]σ bend = bending stress due to the skin curvature variation [Pa]

show abstract

“…Looking at the huge literature concerning morphing [1][2][3][4] it is possible to draw two different considerations. The first one is that many are the concepts investigated but there is not a clear evidence, for the moment, of which is the most promising and mainly when there is a clear advantage in using it taking into account the many aspects such as certification issues, maintainability, fatigue, potential cost increasing.…”

Section: Introductionmentioning

confidence: 99%

Application of the active camber morphing concept based on compliant structures to a regional aircraft

Gaspari

Ricci

2014

SPIE Proceedings

View full text Add to dashboard Cite

The present work addresses the optimal design of a morphing mechanism based on compliant structures used to implement the active camber morphing concept. The subject of the work is part of the FP7-NOVEMOR project (Novel Air Vehicle Configurations: From Fluttering Wings to Morphing Flight) which is one of the many projects from the seventh European Framework Programme. The implementation of active camber concept is based on the use of conformable morphing control surfaces. Aiming at the optimal design of such as morphing devices, two dedicated tools called PHORMA and SPHERA, respectively, are introduced. The definition of the optimal shape taking into account both aerodynamic and structural constraints is done by PHORMA. Then SPHERA, based on the load path approach codified by coupling a non linear beam solver to a genetic multiobjective optimizer, is adopted to generate the optimal internal structure able to produce, when loaded, the target optimal shape. The paper is mainly focused on the optimal design of the compliant structures starting from the optimal shape already available for a Reference Aircraft (RA) developed inside NOVEMOR project and representative of a typical regional jet capable to carry 113 PAX in a single economic class.

show abstract

Aircraft Sizing with Morphing as an Independent Variable: Motivation, Strategies and Investigations

Cited by 24 publications

References 3 publications

Morphing skins

Morphing skins

Design, Manufacturing and Wind Tunnel Validation of a Morphing Compliant Wing

Application of the active camber morphing concept based on compliant structures to a regional aircraft

Contact Info

Product

Resources

About