Abstract
An investigation into transonic flutter characteristic of an airfoil conceived with the morphing leading and trailing edges has been carried out. Computational fluid dynamics (CFD) is used to calculate the unsteady aerodynamic force in transonic flow. An aerodynamic reduced order model (ROM) based on autoregressive model with exogenous input (ARX) is used in the numerical simulation. The flutter solution is determined by eigenvalue analysis at specific Mach number. The approach is validated by comparing the transonic flutter characteristics of the Isogai wing with relevant literatures before applied to a morphing airfoil. The study reveals that by employing the morphing trailing edge, the shock wave forms and shifts to the trailing edge at a lower Mach number, and aerodynamic force stabilization happens earlier. Meanwhile, the minimum flutter speed increases and transonic dip occurs at a lower Mach number. It is also noted that leading edge morphing has negligible effect on the appearance of the shock wave and transonic flutter. The mechanism of improving the transonic flutter characteristics by morphing technology is discussed by correlating shock wave location on airfoil surface, unsteady aerodynamics with flutter solution.
Highlights
Morphing wing technology has been developed to improve aerodynamic efficiency and flight performance by changing the wing shape adaptively during flight.[1]
Unsteady aerodynamic analysis of a morphing wing conducted by Kan et al.[9] and Xiang et al.[10] showed that the stall can be delayed by implementing a flexible periodical trailing-edge deflection
The results indicate that the morphing trailing edge device can improve the transonic flutter characteristic, but the morphing leading edge has negligible influence
Summary
Morphing wing technology has been developed to improve aerodynamic efficiency and flight performance by changing the wing shape adaptively during flight.[1]. The aerodynamic pressure distributions were obtained at different Mach numbers based on Euler equations for the original and the morphing TE as shown in Figure 5(b) and (c).
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More From: Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering
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