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MORPHING
Morphing changing
another
through
seamless
Fig 10
entire, inboard span. This arrangement allows the outboard section to retract
within the inboard section and gives the overall wing platform a taper ratio of
less than one due to the reduction of chord between the inboard and outboard
sections required for structural supports. The hollow cross section of the inboard
wing will result in reduced structural integrity.
Fig 11
Fig 12
Wing mechanism
The wing mechanism conceptual design involved the development of the
support structure for the outboard wing which involved the use of guide rails
and rollers.
Rails
The choice of a mechanism that extends and retracts the wings and tail
requires the use of a set of guide rails. Both square cross-section rails and
circular cross-section rails were investigated. Square cross section rails provided
an increased likelihood of the rails seizing under load if the rails were slightly
misaligned. Additionally, it was found that square cross-section material was
more difficult to source, which would make the procurement of the components
more difficult. Hence, two circular cross section rails were chosen for the
design, as this configuration uses readily-available components and has the
highest probability of success. The twin rail design is shown in Figure.
Fig 13
Rollers
It was determined that rollers would be required to guide the wings and
tail during the morphing process. Two roller configurations were investigated
throughout the design of the morphing mechanism. The first configuration
involved two sets of rollers on each wing, as shown in Figure (a). The first set
of rollers was positioned on the inboard wing tip rib and the second set of
rollers was positioned on a rib further inboard. Although the second set of
rollers would guide the outboard wing more accurately then one set of rollers,
the design posed several challenges due to the position of the rollers within the
wing. Firstly, their position increased the difficulty of installation, as there
would be no direct access to the rollers during the assembly of the aircraft.
Secondly, if at any stage the rollers required maintenance or repairs, a lack of
direct access would make this nearly impossible. It was also shown that a
second set of rollers was not required for the morphing mechanism to work
successfully, and would have been a redundant system adding unnecessary
weight and complexity to the aircraft. Hence, the second roller configuration,
using only one set of rollers on each inboard wing tip rib, was chosen for the
final design for simplicity, ease of access and reduced weight.
Fig 14
Fig 15
Fig 16
Winch
A winch is a mechanical device that is used to extend, retract or adjust the
tension of a rope, wire or cable. The winch concept for the wing can be seen in
Figure and the winch concept for the tail can be seen in Figure. A winch is
cheap to manufacture, meets system requirements, utilises components and
materials that are readily available, is easy to maintain and is simple. However,
a winch system is heavy, as it requires a large rope, wire or cable running the
full span of each wing and the full length of the fuselage.
Fig 17
Pneumatics
Pneumatics involves the use of pressurized gas to create mechanical
motion. The pneumatic concept for the wing can be seen in Figure, and the
pneumatic concept for the tail can be seen in Figure. A pneumatic system meets
the system requirements, requires minimal maintenance and is reliable.
However, a pneumatic system is expensive, difficult to integrate, exceedingly
heavy and complex to operate.
Fig 18
MATERIALS
ALUMINIUM:The history of world aviation is closely related to aluminium and the
history of creating aluminium alloys, and the more durable and reliable
aluminium became, the higher, farther and safer airplanes flew. But, before it
became the essential and most important material for aircraft manufacturers,
aluminium navigated a long route from pure metal to high-strength alloys.
In 1909 the ultra-strong alloy steel was found DURALUMIN (aluminium,
copper (1.3%), magnesium (2.8%) and manganese (1%)). In fact, this metal
became the base for development of aircraft alloys.
At present, aluminium is used in the aviation industry everywhere in the
world. From two thirds to three quarters of a passenger planes dry weight, and
from one twentieth to half of a rockets dry weight accounts for the share of
aluminium in airborne craft. The casing of the first Soviet satellite was made of
aluminium alloys. The body casing of American Avantgarde and Titan
rockets used for launching the first American rockets into the orbit, and later on
spaceships, was also made of aluminium alloys. They are used for
manufacturing various components of spaceship equipment: brackets, fixtures,
chassis, covers and casing for many tools and devices.
2xxx, 3xxx, 5xxx, 6xxx, and 7xxx series alloys are widely used in
aviation. The 2xxx series is recommended for operation at high working
temperatures and with high destruction viscosity rates. 7xxx series alloys for
operation at lower temperatures of highly-loaded parts and for parts with high
resistance to corrosion under stress. For less loaded components, 3xxx, 5xxx,
and 6xxx series alloys are used. They are also used in hydraulic, oil and fuel
systems.
Aluminium alloys have a certain advantage for creating space equipment
units. High values of specific strength and the specific rigidity of the material
enabled the tanks, inter-tank and casing of the rocket to be manufactured with
high longitudinal stability. The advantages of aluminium alloys also include
their high performance under cryogen temperatures in contact with liquid
oxygen, hydrogen, and helium. The so-called cryogen reinforcement happens in
these alloys, i.e. the strength and flexibility increase parallel to the decreasing
temperature.
Engineers and manufacturers never cease to study the properties of
aluminium, developing more and more new alloys for construction of aircraft
and spaceships. Who knows, maybe, what the modern science-fiction books
write about will be realised very soon.
COMPOSITE MATERIAL:Composite materials are widely used in the Aircraft Industry and have
allowed engineers to overcome obstacles that have been met when using the
materials individually. The constituent materials retain their identities in the
composites and do not dissolve or otherwise merge completely into each other.
Together, the materials create a 'hybrid' material that has improved structural
properties.
The development of light-weight, high-temperature resistant composite
materials will allow the next generation of high-performance, economical
aircraft designs to materialize. Usage of such materials will reduce fuel
consumption, improve efficiency and reduce direct operating costs of aircrafts.
Composite materials can be formed into various shapes and, if desired,
the fibres can be wound tightly to increase strength. A useful feature of
composites is that they can be layered, with the fibres in each layer running in a
different direction. This allows an engineer to design structures with unique
properties. For example, a structure can be designed so that it will bend in one
direction, but not another
boats
and
automobiles.
Fibreglass
was
first
used
in
the Boeing 707 passenger jet in the 1950s, where it comprised about two
percent of the structure. Each generation of new aircraft built by Boeing had an
increased percentage of composite material usage; the highest being 50%
composite usage in the yet-to-be-released 787 Dreamliner.
Mechanical stress tests can also be performed on the parts. These tests start with
small scale models, then move on to progressively larger parts of the structure,
and finally to the full structure. The structural parts are put into hydraulic
machines that bend and twist them to mimic stresses that go far beyond worstexpected conditions in real flights.
named CATI
(Conception
Assiste
Tridimensionnelle
CATIA in aerospace
The Boeing Company used CATIA V3 to develop its 777 airliner, and is
currently using CATIA V5 for the 787 series aircraft. They have employed the
full range of Dassault Systemes' 3D PLM products CATIA, DELMIA,
and ENOVIA LCA supplemented by Boeing developed applications.
The development of the Indian Light Combat Aircraft has been using
CATIA V5.Chinese Xian JH-7A is the first aircraft developed by CATIA V5,
when the design was completed on September 26, 2000. European aerospace
giant Airbus has
been
using
CATIA
since
2001.
Canadian aircraft
maker Bombardier Aerospace has done all of its aircraft design on CATIA. The
Brazilian aircraft company, EMBRAER, use Catia V4 and V5 to build all
airplanes. Vought Aircraft Industries use CATIA V4 and V5 to produce its parts.
The British Helicopter company, Westland, use CATIA V4 and V5 to
produce all their aircraft. Westlands is now part of an Italian company called
Finmeccanica the joined company calls themselves AgustaWestland. The main
supplier of helicopters to the U.S Military forces, Sikorsky Aircraft Corp, uses
CATIA as well.
We decided to use CATIA version because of its simplicity and user
friendly options, compared with other softwares CATIA is easy and more
advanced; it is specially designed software for aerospace applications.
Wing span
Chord length
Rib thickness , number of ribs
Spar thickness , chordwise location
Stringer thickness, number of stringers at top and bottom
Spar
A beam in wing placed in the direction of the wing span that provides
strength to the wing by preventing bending loads from breaking the wing. In
a fixed-wing aircraft, the spar is often the main structural member of the wing,
running spanwise at right angles to the fuselage. The spar carries flight loads
and the weight of the wings whilst on the ground.
rigidity
needed
to
enable
the
aircraft
to
fly
safely. Biplanes employing flying wires have much of the flight loads
transmitted through the wires and interplane struts enabling smaller section and
thus lighter spars to be used.
Ribs
We have seen that the spars are the spanwise members while the ribs are
chordwise members. It transmits the loads to the main spar elements, and it
makes the wing shape, because ribs are having airfoil shape there are several
types of ribs are available for wing construction they are Form-ribs, plate-type
ribs, truss ribs, closed-ribs, forged ribs and milled ribs, where form-ribs are used
for light to medium loading. Form-ribs are made from a sheet of metal bent into
shape.
Stringers
In wing construction the stringers are thin strip of wood, metal or carbon
fibers in which the skin of wing is attached. Stringers are similar to longerons,
the difference is the longerons are used for fuselage construction while the
stringers are used for wing construction and the number of elements is less in a
fuselage compared to wing but heavier than stringers.
Lightening holes
The holes provided in the wing rib section this is mainly for weight
reduction and also to provide space for fuel tank and pipe lines and some
control systems in large aircraft.
Selection of elements
Normally spar having I section having web and flanges, but it was
decided to have only the web section so it will be like a rectangular section this
is to reduce the weight and structural difficulty and it is also a small aircraft it is
desirable to use small thickness rectangular spar for the construction.
Stringer is normally having L shape and it was decided to use minimum
thickness stringers from some existing ultralight aircrafts. Rib is an element
which is having exactly the airfoil shape so the thickness is enough to construct
the rib section in designing software. Now we have the dimensions and
structural element details, the next step is to design the wing section with the
dimensions obtained from above calculations by using CATIA V5R17.
Number of spars = 2
Stringer thickness = 2mm, and 16 stringers are used.
The values which have been mentioned above are from an existing
ultralight aircrafts,
Now we need the airfoil co-ordinates to initiate our design process in CATIA
the airfoil co-ordinates obtained from winfoil
X
Upper
Y
Upper
X
Lower
Y
Lower
0.0000
0.0470
0.0000
0.0470
0.1070
0.6160
0.1070
-0.4530
0.4280
1.2540
0.4280
-0.8980
0.9610
1.9430
0.9610
-1.2960
1.7040
2.6520
1.7040
-1.6510
2.6530
3.3520
2.6530
-1.9590
3.8060
4.0270
3.8060
1.2.214
0
5.1560
4.6670
5.1560
-2.4140
6.6990
5.3130
6.6990
-2.5670
8.4270
5.9390
8.4270
-2.6800
10.223
0
6.5520
10.332
0
-2.7630
12.408
0
7.1340
12.408
0
-2.8160
14.645
0
7.6600
14.645
0
-2.8390
17.033
0
8.1130
17.033
0
-2.8320
19.562
0
8.4830
19.562
0
-2.7950
22.221
0
8.7740
22.221
0
-2.7340
25.000
0
8.9960
25.000
0
-2.6530
27.886
0
9.1580
27.886
0
-2.5590
30.866
0
9.2660
30.866
0
-2.4580
33.928
0
9.3180
33.928
0
-2.4510
37.059
0
9.3120
37.059
0
-2.2420
43.474
0
9.1280
43.474
0
-2.0180
50.000
0
8.7190
50.000
0
-1.7920
56.526
0
8.1050
56.526
0
-1.5660
62.941
0
7.3190
62.941
0
-1.3450
69.134
0
6.4050
69.134
0
-1.1310
75.000
0
5.4120
75.000
0
-0.9280
80.438
0
4.3940
80.438
0
-0.7410
85.355
0
3.4000
85.355
0
-0.5750
89.668
0
2.4750
89.668
0
-0.4290
93.301
0
1.6560
93.301
0
-0.3020
96.194
0
0.9720
96.194
0
-0.1900
98.296
0
0.4480
98.296
0
-0.0940
99.572
0
0.1150
99.572
0
-0.0250
100.00
00
0.0000
100.00
00
0.0000
Spar: We have already mentioned that it is desirable to place the spar at 30%
of chord from leading edge which is said to be front spar, and 70% of chord
from the leading edge which is said to be rear spar. And we have the chord
length as 1524 mm. Now the 30th position is 457.2 mm and the 70% position is
1066.8 mm. And the thickness of spar is 3 mm this value is also from survey
Stringers: The stringers having L shape and it was decided to use eight
stringers at the top and eight stringers at the bottom. The spacing between each
stringer is with respect to the chord length
Stringer no
Distance in mm
149
298
469
613
758.26
903.364
1051.784
1198.485
mm
149
2
3
298
450
599
748
897
1046
1195
(Lower surface stringers)
The thickness of the stringer is taken as 2mm from the survey; the stringer has a
shape like L arm and its dimension is 8mm each.
Now we have all the requirements to design the wing section in CATIA
there are several steps in which it can be completed
Steps involved
Fig 20
Fig 21
CFD is a science of predicting fluid flow, heat and mass transfer, chemical
reaction and related performance by solving the set of governing mathematical
equations of fluid dynamics the continuity, momentum and energy equations.
These equations speak physics.
One such commercial CFD code, which uses the finite volume approach, is
FLUENT, which has been employed for the present study.
Step 1:
Step 2:
Mesh Geometry in GAMBIT
Mesh Faces
Split Edges
Step 3:
Step 4:
Step 5:
Solve!
Step 6:
Analyze Results
Plot Velocity Vectors
physical properties. You then solve the problem and present the results. In
numerical methods, the main difference is an extra step called mesh generation.
This is the step that divides the complex model into small elements that become
solvable in an otherwise too complex situation. Below describes the processes
in terminology slightly more attune to the software,
Build Geometry
Construct a two or three dimensional representation of the object to
be modeled and tested using the work plane co-ordinate system within ANSYS.
Generate Mesh
At this point ANSYS understands the makeup of the part. Now
define how the modeled system should be broken down into finite piece.
Apply Loads
Once the system is fully designed, the last task is to burden the
system with constraints, such as physical loadings or boundary conditions.
Obtain Solution
This is actually a step, because ANSYS needs to understand within
what state (steady state, transient etc.) the problem must be solved.
Structural analysis
Structural analysis is probably the most common application of the finite
element method as it implies bridges and buildings, naval, aeronautical, and
mechanical structures such as ship hulls, aircraft bodies, and machine housings,
as well as mechanical components such as pistons, machine parts, and tools.
Static Analysis
Used to determine displacements, stresses, etc. under static loading
conditions. ANSYS can compute both linear and nonlinear static analyses.
Nonlinearities can include plasticity, stress stiffening, large deflection, large
strain, hyper elasticity, contact surfaces, and creep.
Coupled fields
should be deleted .
In advanced size function it should be kept in off mode.
We have already defined that we are going to consider the wing as a
cantilever beam and lift as a vertical upward force this can be done with
the help of set up option in which we can set the fixed support at one end
and other as a free end.
So we can consider it as a cantilever beam.
We can apply the load value in Newton our theoretical value is also in
Newton.
After applying load at one end we can set; what are the results we want to
see with solution.
Now we can use the results here it will take some time to solve the forces on the
applied model then finally we can view the results.
Fig 22
Fig 23
Fig 24
Fig 25
Fig 26
Fig 27
Fig 28
Fig 29
Fig 30
Fig 31
Fig 32
Fig 33
Fig 34
Fig 35
Fig 36
Fig 37
Fig 38
Fig 39
Conventional wing
Telescopic wing
Lift
2.3
2.8
Drag
0.3
0.275
Deformation
Aluminium
Composite
Aluminium
Composite
(mm)
(mm)
(mm)
(mm)
2.5
.39
4.46
0.71
7 CONCLUSION
Fig 22
Fig 23
Fig 24
Fig 25
Fig 26
Fig 27
Fig 28
Fig 29
Fig 30
Fig 31
Fig 32
Fig 33
Fig 34
Fig 35
Fig 36
Fig 37
Fig 38
Fig 39
Conventional wing
Telescopic wing
Lift
2.3
2.8
Drag
0.3
0.275
Deformation
Aluminium
Composite
Aluminium
Composite
(mm)
(mm)
(mm)
(mm)
2.5
.39
4.46
0.71
CONCLUSION
This report shows a highly positive image of telescopic wing, which is
entirely justified in view of the numerous benefits offered by them. For large
deformations of morphing aircraft the orthotropic properties of composite
materials may be used. This may, for example, enable the elimination of hinges,
which reduces the stress concentration around the pivot points, and
consequently reduces the weight penalty introduced with morphing. Morphing
technology allows the design of novel control effectors, often as a result of
biological inspiration. One such design, involves innovative wing-tip extensions
featuring differentially-variable dihedral angles, referred to as active winglets.
In the result discussion we had discussed about the structural analysis of a
telescopic wing with aluminium and composite material. The gathered result
shows the increase in lift while using composite material in the wing .The
conventional wing having the lift of 2.3 and drag of 0.3 the telescopic wing
have the lift of 2.5 and the reduced drag of 0.275 and their is drastic change in
the deformation of the wing.