Rigid Wing Research Articles

Aerodynamics of a three-dimensionally deformed rigid wing

A flexible wing with a large aspect ratio emerges in many modern engineering applications (e.g. solar planes and super large wind turbine blades) and its interaction with incident flow differs markedly from conventional fluid–structure interactions (FSI), exhibiting frequently a large three-dimensional (3D) deformation. Yet, there is little information on how such deformation may change wing aerodynamics. This work investigates the aerodynamic performance of deformed and cantilever-supported NACA0012 rigid wings with an aspect ratio of 9, using ANSYS Fluent with the SST-κ-ω turbulence model at a chord-length-based Reynolds number Rec of 1.5 × 105. Numerical simulation is validated experimentally. The wing tip bending displacement is up to 4.14c, and the maximum twisted angle is up to 7°. The angle α of attack varies from 0° to 20° at mid span of the wing. It has been found that the torsional deformation can significantly advance the local flow separation, reattachment, bubble length, and transition from laminar to turbulence, resulting in a drop in the critical angle αcr of attack, at which the separation bubble size reaches the maximum. Accordingly, the lift and drag coefficients increase, as well as the bending and pitching-up moments, though the stall is advanced due to a change in local α. The tip vortex is also enhanced, inducing strong downwash postponing the separation bubble on the wing and resulting in redistributed force near the wing tip that increases markedly the local bending moment but decrease the local pitching-up moment. On the other hand, the bending deformation tends to produce an effect opposite to the torsion on the flow structure and causing little change in the lift coefficient, though reducing the induced drag and moments appreciably. With both deformations in place, the torsion overwhelms the bending in general in terms of its impact upon aerodynamics and flow structures, the latter acting to cancel at least partially the effect of the former.

Design and characterization of a wind-adaptable piezoelectric energy harvester utilizing a rigid-flexible compound blunt body

In response to the challenges posed by uncontrolled amplitude during galloping and narrow effective bandwidth during vortex-induced vibrations in current energy harvesters, a novel wind-adaptable piezoelectric energy harvester utilizing a rigid-flexible compound blunt body (W-APEH) is proposed. The rigid-flexible compound blunt body improves environmental adaptability and power generation capacity. During the transformation process of the rigid-flexible compound blunt body from a Y-shape to an r-shape, a vibration pattern changes from galloping to coupled vibration, then to vortex-induced vibration. The feasibility of the structure and principle of the W-APEH were proved through a series of simulations and experiments. The higher proportion of rigid wings within a blunt body increases the susceptibility to galloping. A larger windward angle will delay the occurrence of galloping in the W-APEH, shorten the time of coupled vibration, and reduce the output voltage. In the case of the flexible wing thickness remains below 0.3 mm, an increase in thickness leads to an extended galloping time, with vortex-induced vibrations occurring later. Specifically, the onset wind speed is only 3.5 m/s, and the working wind speed range is 5–21 m/s with appropriate structural dimensions. Furthermore, the W-APEH provides a maximum output power of 3.78 mW at an optimal load resistance of 250 kΩ.

Aerodynamic Analysis of Rigid Wing Sail Based on CFD Simulation for the Design of High-Performance Unmanned Sailboats

The utilization of unmanned sailboats as a burgeoning instrument for ocean exploration and monitoring is steadily rising. In this study, a dual sail configuration is put forth to augment the sailboats’ proficiency in its wind-catching ability and adapt to the harsh environment of the sea. This proposition is based on a thorough investigation of sail aerodynamics. The symmetric rigid wing sails NACA 0020 and NACA 0016 are selected for use as the mainsail and trailing wing sail, respectively, after considering the operational environment of unmanned sailboats. The wing sail structure is modeled using SolidWorks, and computational fluid dynamics (CFD) simulations are conducted using ANSYS Fluent 2022R1 software to evaluate the aerodynamic performance of the sails. Key aerodynamic parameters, including lift, drag, lift coefficient, drag coefficient, and thrust coefficient, are obtained under different angles of attack. Furthermore, the effects of mainsail aspect ratios, mainsail taper ratios, and the positional relationship between the mainsail and trailing sail on performance are analyzed to determine the optimal structure. The thrust provided by the sail to the boat is mainly generated by the decomposition of lift, and the lift coefficient is used to measure the efficiency of an object in generating lift in the air. The proposed sail structure demonstrates a 37.1% improvement in the peak lift coefficient compared to traditional flexible sails and exhibits strong propulsion capability, indicating its potential for widespread application in the marine field.

On the unsteady aerodynamics of flapping wings under dynamic hovering kinematics

Hummingbirds and insects achieve outstanding flight performance by adapting their flapping motion to the flight requirements. Their wing kinematics can change from smooth flapping to highly dynamic waveforms, generating unsteady aerodynamic phenomena such as leading-edge vortices (LEV), rotational circulation, wing wake capture, and added mass. This article uncovers the interactions of these mechanisms in the case of a rigid semi-elliptical wing undergoing aggressive kinematics in the hovering regime at Re∼O(103). The flapping kinematics were parametrized using smoothed steps and triangular functions and the flow dynamics were simulated by combining the overset method with large eddy simulations. The analysis of the results identifies an initial acceleration phase and a cruising phase. During the former, the flow is mostly irrotational and governed by the added mass effect. The added mass was shown to be responsible for a lift first peak due to the strong flapping acceleration. The dynamic pitching and the wing wake interaction generate a second lift peak due to a downwash flow and a vortex system on the proximal and distal parts of the wing's pressure side. Conversely, aerodynamic forces in the cruising phase are mainly governed by the growth and the establishment of the LEV. Finally, the leading flow structures in each phase and their impact on the aerodynamic forces were isolated using the extended proper orthogonal decomposition.

A Comparative Study on the Efficiencies of Aerodynamic Reduced Order Models of Rigid and Aeroelastic Sweptback Wings

A Comparative Study on the Efficiencies of Aerodynamic Reduced Order Models of Rigid and Aeroelastic Sweptback Wings

Effects Of Wing Elasticity On Tip Vortex: 3D Deformation And 2D3C Flow Field Measurements

As aircraft embrace broader applications, the flexible wing presents a promising avenue to enhance aircraft performance across a wide range of flight conditions. Although the aerodynamic benefits of wing deformation are widely recognized, the present understanding of the tip vortex is relatively limited. This work experimentally examines the effects of wing deformation on the tip vortex of a simplified aircraft model with two kinds of elastic wings and a rigid wing. The 3D deformations and 2D3C flow fields are measured using a synchronous measurement system, which includes the high accuracy deformation measurement (HADM) method and the stereoscopic particle image velocimetry (SPIV). It is shown that increased wing elasticity leads to greater bending, with the wing tip moving along the streamwise, vertically upward, and spanwise inward directions. These deformations are closely linked to aerodynamic forces and influence the tip vortex positions. The more elastic wing, EW2, exhibits the highest vortex core position, more than 0.5 times the length of the wing root, while the other one, EW1, shows the strongest vortex in the lift-increased regime. In the early wakes, the tip vortex of the elastic wing is elongated along the spanwise direction, resulting in an asymmetric shape. As it convects downstream, the vortex core disperses via viscous diffusion, resulting in a relatively more circular shape with decreased vorticity.

Unsteady load alleviation on highly flexible bio-inspired wings in longitudinally oscillating freestreams

This study delves into the aerodynamic behaviour of a highly flexible NACA 0012 aerofoil, drawing inspiration from avian feathers to handle a gust. We first examined unsteady flow on a rigid wing both experimentally and numerically and then explored the implications of introducing wing flexibility purely numerically. Our findings underscore the potential of composite materials in alleviating the oscillating aerodynamic forces on a wing under a streamwise gust. This behaviour is attributed to its capacity to destabilize the laminar separation bubble, fostering a more stable turbulent boundary layer. While direct avian evidence remains limited, it is postulated that in nature, such mechanisms could mitigate undesired wing flapping, optimizing energy consumption in perturbed environments.

Experimental investigation on aerodynamic characteristics of flexible wing MAV under horizontal gust

A flexible wing micro air vehicle and a rigid wing micro air vehicle, both with flying wing designs, were designed and developed, and the aerodynamic characteristics of the flexible micro air vehicle and the rigid micro air vehicle under steady wind and horizontal gust were studied in a wind tunnel. The difference in aerodynamic characteristics between flexible wing and rigid wing micro air vehicles was given. The research results showed that the aerodynamic characteristics of a flexible wing were better than those of a rigid wing under both steady wind and horizontal gust environments, and a flexible wing had the ability to delay stall and mitigate the impact of gust, which was beneficial to stable flight. The particle image velocimetry measurement results showed that due to the deformation of the flexible wing, the flow patterns on the rigid wing and flexible wing surfaces were different, resulting in changes in the aerodynamic characteristics of micro air vehicles.

Bi-direction and flexible multi-mode morphing wing based on antagonistic SMA wire actuators

This work evaluates the viability of a cutting-edge flexible wing prototype actuated by Shape Memory Alloy (SMA) wire actuators. Such flexible wings have garnered significant interest for their potential to enhance aerodynamic efficiency by mitigating noise and delaying flow separation. SMA actuators are particularly advantageous due to their superior power-to-weight ratio and adaptive response, making them increasingly favored in morphing aircraft applications. Our methodology begins with a detailed delineation of the fishbone camber morphing wing rib structure, followed by the construction of a multi-mode morphing wing segment through 3D-printed rib assembly. Comprehensive testing of the SMA wire actuators’ actuation capacity and efficiency was conducted to establish their operational parameters. Subsequent experimental analyses focused on the bi-directional and reciprocating morphing performance of the fishbone wing rib, which incorporates SMA wires on the upper and lower sides. These experiments confirmed the segment’s multi-mode morphing abilities. Aerodynamic assessments have demonstrated that our design substantially improves the Lift-to-Drag ratio (L/D) when compared to conventional rigid wings. Finally, two phases of flight tests demonstrated the feasibility of SMA as an aircraft actuator and the validity of flexible wing structures to adjust the aircraft attitude, respectively.

Active compound shape/vibration control of piezo-actuated variable camber wing section via hybrid feedback/feedforward control scheme

The new concept of compliant morphing wings with piezoelectric conformal actuators has presented its unique advantages compared with rigid morphing wings, but it has also brought a new challenge to design and control. In this study, a compound shape/vibration control strategy for one kind of piezocomposite actuated wing with variable camber is proposed with the purpose to realize a fast, smooth shape morphing process, while overcoming epiphytic vibration problems due to the necessary structural flexibility. A piezo-actuated variable trailing edge wing section was designed by using a compliant corrugated structure installed with actuators made of Macro Fiber Composite (MFC). A compound shape/vibration control system was designed in terms of active disturbance rejection control (ADRC) strategy combined with a feedforward compensator for the MFC actuators to eliminate the nonlinear hysteretic/creep issues. An experimental device was established for verification. The experimental results show that rapid, accurate shape morphing can be achieved with the proposed hybrid feedforward/feedback control scheme while suppressing structural vibration. The compound control of low-frequency shape control and high-frequency vibration suppression can be synergistically realized, and the deformation and stability while controlling such compliant morphing wings can be properly balanced. The proposed compound control strategy is a feasible way to realize favorable dynamic control performance of compliant morphing wings in the future.

Fluid–Structure Coupled Analysis of Maneuver Load Alleviation on a Large Transport Aircraft

Fluid–structure coupled simulations are performed for quasi-steady pitching maneuvers of a large transport aircraft with a load alleviation system consisting of trailing edge flaps and droop noses at the leading edge. For the fluid part of the simulation, a RANS approach is used, whereas the structural simulation is based on a linear modal model. The selected maneuvers are located on the lift boundary of the maneuver envelope at maximum load factor, as not only are the structural loads high here, but also redistributing lift for load alleviation is especially challenging as the wing is close to stall. For a target value of 33% reduction in wing bending loads, which is derived from the CS-25, the effects of applying load alleviation on wing loads, deformations, and aircraft maneuverability are investigated. It is found that the desired reduction of wing bending loads can be achieved for all maneuvers considered, while controlling the torsional moment turns out to be more difficult. A loss of maneuverability due to load alleviation is observed for only one of the maneuvers, while for the other maneuvers, maneuverability could even be increased. To assess the influence of the elasticity of the wing, additional simulations of the rigid wing are carried out and compared with the elastic results. Finally, other potential applications of the considered flap system are also explored. Here, for example, a cruise drag reduction of up to 1.8% is possible by adjusting the spanwise lift distribution.

Aerodynamic performance of a flyable flapping wing rotor with dragonfly-like flexible wings

Drawing inspiration from insect flapping wings, a Flapping Wing Rotor (FWR) has been developed for Micro Aerial Vehicle (MAV) applications. The FWR features unique active flapping and passive rotary kinematics of motion to achieve a high lift coefficient and flight efficiency. This study thoroughly investigates the aerodynamic performance and design of a bio-inspired flexible wing for FWR-MAVs, emphasizing its novel backward-curved wingtip and variable spanwise stiffness resembling a dragonfly's wing. The research departs from previous aerodynamic studies of FWR, which focused predominantly on rectangular and rigid wings, and delves into wing flexibility. Employing Computational Fluid Dynamics (CFD), Computational Structural Dynamics (CSD), and experimental measurements, the study demonstrates the aerodynamic benefits of the dragonfly-inspired FWR wingtip shape and its reinforced structure. Fluid-Structure Interaction (FSI) analysis is used to examine the effects of elastic deformation encompassing twist and bending on aerodynamic forces. The results underscore the importance of bending deformation in enhancing lift and power efficiency and propose a method for analysing variable stiffness along the wingspan using a vortex delay mechanism that is induced by delayed flapping motion. By comparing modelled and measured stiffness, the study validates the flexibility of the FWR wing, revealing optimal aerodynamic efficiency is achieved through moderate flexibility and spanwise stiffness variation. The curving leading-edge beam forming the sweep-back wingtip offers a practical approach to obtaining variable stiffness and aerodynamic benefits for FWR-MAVs. Using the same pair of dragonfly-like flexible wings, FWR-MAVs have effectively exhibited VTOL and hovering flight capabilities, spanning from a 25-g single-motor drive model to a 51-g dual-motor drive model. This research provides valuable insights into flexible wing design for FWR-MAVs, leveraging biomimicry to improve flight efficiency.

Evolution of Vortex Structures Generated by a Rigid Flapping Wing with a Winglet in Quiescent Water

This study aims to the utilization of vortex structures generated through wing flapping for achieving sustainable flight, and the motivation is elicited by the phenomenon observed in natural flyers. The vortex structures in the flow field generated by a flapping rigid wing are captured using vorticity and the LAMDA2 criterion. The study investigates a comparative analysis between a wing both with and without a winglet. Moreover, the influence of flapping frequency is examined as well. For the experiments, particle image velocimetry (PIV) measurements are employed for the flow field around mechanical flapping motion in a quiescent water condition. The flapping mechanism has one-degree freedom, showing a 1:3 ratio in motion, and tested wings at 1.5 and 2.0 Hz. A “modified” vortex filamentation and fragmentation phenomenon is proposed as a significant finding in the present study, based on a comprehensive analysis of the flow field around the wing with a winglet.

Influence of passive deformation in the lift coefficient of a NACA0012 wing model

The extensive use of lightweight materials in aerial vehicle wings involves structural flexibility phenomena that generate non-negligible deformation effects. This influence is not restricted to big aircraft but also plays a role in smaller aeroplanes and Unmanned Aerial Vehicles (UAVs). Here, we conduct wind tunnel experiments to analyze the effect of passive deformation on the wing model lift slopes. To isolate the deformation effect, we compare rigid wings with a NACA0012 airfoil imposing a prescribed spanwise deformation. We study three levels of deformation: non-deformed, around 2% and 4.5% of tip deflection. Also, we consider the effect of the wing length by using three different semi-aspect ratios (1, 2, and 4), so a total of nine rigid wing models have been analyzed for a range of Reynolds number from 80×103 to 160×103. Deformed wing models show an increase in lift coefficient compared to non-deformed wing cases. Both deformation levels exhibit a qualitatively similar lift increment. A correlation to predict lift coefficient slope in a flat plate is adapted for a NACA0012 airfoil and validated using our experimental results and literature data. The adjusted correlation can quantify the deformation effect on the lift slope, which is comparable to using a slightly longer wing model.

Effects of kinematic parameters and corrugated structure on the aerodynamic performance of flexible dragonfly wings

The effects of unsteady motions of flapping flat plates and corrugated structures in different parameters are studied using fluid–solid coupling and overlapping grid methods. Based on the dragonfly’s right forewing and right hindwing model, these actions include sweeping and pitching, take-off acceleration, and tandem wings cruising in the reverse phase at 180°. The results show that when the advance ratio J=0.36, the “inflow deflection” improves the aerodynamic force in two degrees of freedom compared to simple flapping. When considering only the impact of flexibility, the aerodynamic forces of flexible flat plates and corrugated structures are better than those of the rigid wing models. Considering the effect of corrugated structures, the lift of flexible corrugated wings diminishes, but more thrust is generated. From the perspective of vortex street, vortex rings materialize only in the downstroke stage, while the attachment effect of leading-edge vortices is noticeable in several models. In the same phase flapping, the two wings combine to form a giant wing, which generates significant forward flight momentum. In out-of-phase flapping mode, the series wings generate two lifts and two or three thrust peaks to attain the required forward flight speed while sustaining a high lift.

Numerical simulation of bending and length-varying flapping wing using discrete vortex method

The paper aims to perform numerical simulations of flapping flight using Discrete Vortex Method (DVM) scheme. The scheme is suitable for moderately low Reynolds number [Formula: see text] and computationally less expensive as the flow domain doesn’t need to be discretized at each time step. Flapping of a one-dimensional (1D) flexible filament in a two-dimensional (2D) inviscid flow is simulated. The effect of bending by varying the wing shape along the spanwise length on aerodynamic performance was studied. It is observed that compared to rigid wings, bending wings are found to be better in generating lift. The effect of various bending wing configurations ([Formula: see text], [Formula: see text], [Formula: see text] and [Formula: see text]) and different methods of imposing the bending ([Formula: see text], [Formula: see text] and [Formula: see text]) is studied. It was demonstrated that applying wing bending only during the downstroke phase ([Formula: see text]) is more effective than imposing bending throughout the flapping cycle ([Formula: see text]). Moreover, an effort is made to replicate the bending configuration observed in manta ray fish ([Formula: see text]) to investigate its impact on flow domain characteristics, lift, and thrust forces. Furthermore, the inclusion of a winglet is found to significantly enhance lift generation. In addition to the study of bending effects on aerodynamic performance, the study also seeks to emulate a unique aspect of bat flight kinematics, specifically the dynamic variation in wing span length during flapping. In a comparative analysis of two span length variation strategies, it is discerned that exclusively varying span length during the upstroke phase is the optimal approach for achieving increased lift generation. The study highlights the crucial role of wing bending and span length modulation in achieving elevated lift forces while simultaneously reducing drag. These findings are seen as holding significant promise for the design and optimization of Micro Air Vehicles (MAVs) utilizing flapping-based lift generation mechanisms, contributing substantially to the identification of optimal parameters for enhancing MAVs’ aerodynamic performance and operational efficiency.

Gust response of an elasto-flexible morphing wing using fluid–structure interaction simulations

Small and micro unmanned aircraft are the focus of scientific interest due to their wide range of applications. They often operate in a highly unstable flight environment where the application of new morphing wing technologies offers the opportunity to improve flight characteristics. The investigated concept comprises port and starboard adjustable wings, and an adaptive elasto-flexible membrane serves as the lifting surface. The focus is on the benefits of the deforming membrane during the impact of a one-minus-cosine type gust. At a low Reynolds number of Re = 264000, the morphing wing model is investigated numerically by unsteady fluid–structure interaction simulations. First, the numerical results are validated by experimental data from force and moment, flow field, and deformation measurements. Second, with the rigid wing as the baseline, the flexible case is investigated, focusing on the advantages of the elastic membrane. For all configurations studied, the maximum amplitude of the lift coefficient under gust load shows good agreement between the experimental and numerical results. During the decay of the gust, they differ more the higher the aspect ratio of the wing. When considering the flow field, the main differences are due to the separation behavior on the upper side of the wing. The flow reattaches earlier in the experiments than in the simulations, which explains the higher lift values observed in the former. Only at one intermediate configuration does the lift amplitude of the rigid configuration exceeds that of the flexible by about 12%, with the elastic membrane resulting in a smaller and more uniform peak load, which is also evident in the wing loading and hence in the root bending moment.

Research on Aerodynamic Characteristics of Bionic Flapping-wing Aircraft Based on Fluid-solid Coupling

Wings are an important part of the structure of flapping aircraft. Through the simulation of the flexible wing, its aerodynamic performance is studied. Applying the FSI technology and using the WORKBENCH software, the changes of lift and drag of the rigid wing and the flexible wing under the motion of two degrees of freedom, and the aerodynamic performance of the flexible wing under different frequencies are calculated. The research results show that: when the incoming flow velocity is 11m/s, the flapping angle is 45°, and the twist angle is 10°, the peak value of the lift coefficient of the flexible wing is significantly larger than that of the rigid wing, and it can generate greater thrust; At different frequencies, the maximum lift-to-drag ratio is generated at 10Hz. The results can provide reference for improving the flight performance of flapping-wing aircraft.

STRUCTURAL DEFORMATION ANALYSIS ON MORPHING MAV WING

Micro air vehicles (MAV) and the notion of morphing are always changing to suit their mission characteristics. To achieve twist morphing, however, the process underlying the application of the morphing force and its related aerodynamic load is not well understood. In this study, the structural deformation of the washout twist morphing wing MAV was investigated, and the association between wing deformation, morphing force, and membrane inflation owing to aerodynamic force was clarified. Several numerical simulations of washout TM wings were undertaken and compared to those of rigid and membrane wings. The results demonstrated that twist morphing is associated with considerable wing deformation. In comparison to the TM 3N, TM 1N, and baseline wing, the TM 5N wing was the most distorted. The deformation of the wing structure was substantially influenced by the morphing force applied to the wing. Larger morphing power led to a greater degree of wing distortion.

Wing flexibility effect on aerodynamic performance of different flapping wing planforms

Uniform downwash of a revolving or flapping wing is a key indicator of aerodynamic efficiency. Although the slack-angle of flexible wings can significantly alter the downwash due to the inherent aerodynamic twist, its effect on the downwash distribution for a change in planform remains unknown. In this study, the effect of wing flexibility (slack-angle β) on the unsteady aerodynamic characteristics is investigated using three wing planforms. The study reveals that ββ > 5° can suppress the wing planform effect, leading to the generation of the same amount of lift at mid-stroke. To emphasize on the role of wing flexibility, further comparisons are made with rigid cases for each change in planform. A change in planform for the rigid cases significantly affects the position of the tip vortices (TiVs). But, the TiV positions of the flexible wings remained unchanged, helping to generate a wider downwash area to enhance the lift in contrast to that of the rigid-wing counterparts. The study found that the flexible and rigid wings can generate two distinct downwash patterns, which are respectively near uniform and tip-oriented, during the flapping motion. The ability of the flexible wings to sustain the wider near uniform downwash irrespective of the selected planform is paramount for enhanced aerodynamic performance.