Abstract
This article presents an experimental evaluation of a morphing leading edge demonstrator by investigating its morphed shape, the level of induced strains in the airfoil skin, the actuation force, and the morphing mechanism’s capability to lock and transfer the applied loads. In addition, a finite element model of the demonstrator is assembled comprising an elastic morphing skin and a kinematic morphing mechanism. The obtained results are used to assess whether the demonstrator performs according to the design objectives, such as the target shape, the character of the morphing deformation and the morphing mechanism locking, applied during the design process. The comparison between experimental and numerical results yielded a good agreement in terms of observed morphed shape and pertaining strains. The average difference in morphed shape was less than 0.08% chord at the maximum actuator extension. The observed difference in the respective strains was less than 400 micro-strains. A significant difference, up to 70%, was observed in the actuation force, which was attributed to the modelling assumptions and to the force measurement technique employed in the experiment. Nevertheless, both results show good qualitative agreement showing similar trends.
Highlights
Despite tremendous technological headway in commercial aviation over the past 60 years, the increase in the amount of air traffic requires further reductions in engine and noise emissions to render commercial aviation sustainable in the long-term perspective
Experimental evaluation of the morphing leading edge concept is presented in this article
The primary design requirements were as follows: (1) capability of matching the prescribed target airfoil, (2) ensure that morphing is dominated by bending deformation and (3) ensure that the transfer of aerodynamic loads from the skin to the main spar is achieved via the morphing mechanism
Summary
Despite tremendous technological headway in commercial aviation over the past 60 years, the increase in the amount of air traffic requires further reductions in engine and noise emissions to render commercial aviation sustainable in the long-term perspective. According to Barbarino et al (2011) and Weisshaar (2013), airfoil morphing can contribute to aircraft performance in several ways. It can improve laminar and basic turbulent flow conditions. It can be utilised for continuous lift-to-drag ratio optimisation or adaptation to specific flight phase requirements such as take-off, cruise and landing. It can provide for more efficient flight control mechanisms. It is no surprise that morphing wings, airfoils and high-lift devices were the focus of research in several research projects, such as, among others, SADE, SARISTU and NOVEMOR (Kintscher et al, 2011, 2014; Vasista et al, 2016)
Sign-in/Register to view highlights & summary Sign-in/Register to access full text options 
Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have
Schedule a callMore From: Journal of Intelligent Material Systems and Structures
Disclaimer: All third-party content on this website/platform is and will remain the property of their respective owners and is provided on "as is" basis without any warranties, express or implied. Use of third-party content does not indicate any affiliation, sponsorship with or endorsement by them. Any references to third-party content is to identify the corresponding services and shall be considered fair use under The CopyrightLaw.
