Wing Components Research Articles

Comparison of numerical analyses of a composite wing component subjected to 4-point bending

In this paper, a comparison between six finite element models of a representative wing structural component performed in the context of Optimised Design for Inspection (ODIN) project of the European Cooperation in Science and Technology (COST) is presented. Six partners from six different countries involved in the project received the drawing of the structure, the material properties, the loading and boundary conditions. Each partner, based on their background and experience in numerical analyses, developed a finite element model with different levels of details and accuracy and performed a blind prediction of the structural behaviour of the wing component. The numerical results are presented and compared with the experimental test data conducted at Cardiff University.

Analyze of Geometric Characteristic of Powder Reinforced Composite Material from Liquid Waste for Part of Motor Vehicle

A composite material is a combination of two or more materials that have advantages such as light weight, higher strength, corrosion resistance and low installation cost [1]. Composite materials are commonly found in aircraft, automotive, manufacturing and other industries [2,4]. Composite materials based on the type of reinforcement consist of types of fibers, particles and structures [5-14]. In this study, the particle composite material is made from a reinforcing powder made from liquid waste and used for the manufacture of motor vehicle body products (wing or bottom components). Composite reinforcing materials from liquid waste are obtained through the process of drying palm liquid waste or rubber in powder form. The manufacturing process of two-wheeled motor vehicle body products uses a casting process by making molds and products using the hand-laying coating method. The alloying material used in this research is Yukalac 156 BQTN-EC resin and reinforcement from liquid palm oil or rubber waste powder. The variation of the alloy becomes a parameter to evaluate the quality of the casting product analyzed in the form of the geometric characteristics of the product i.e. the dimensions and surface roughness. Variations of composite material alloys use a ratio of 1:1 to 5:1. From the results of the study, it is found that the dimensions are close to the design value with the smallest deviation at a composition ratio of 3:1 which surface roughness values is 2,18 to 3,13 μm for mold dies and 6,45 to 8,02 μm for product.

Tracing the outflow kinematics in Type 2 active galactic nuclei

We used a sample of 577 spectra of active galactic nuclei Type 1.8-2 (z < 0.25) taken from the Sloan Digital Sky Survey to trace the influence of the outflow kinematics on the profiles of different emission lines (Hβ, [O III], Hα, [N II], [S II]). All considered lines were fitted with two Gaussian components: one that fits the core of the line, and another that fits the wings. We provide a procedure for decomposition of the Hα+[N II] wavelength band for spectra where these lines overlap. The influence of the gravitational and non-gravitational kinematics on the line components is investigated by comparing the dispersions of the line components with stellar velocity dispersion. We find that wing components of all the considered emission lines have pure non-gravitational kinematics. The core components are consistent with gravitational kinematics for the Hα, [N II], and [S II] lines, while in the [O III] there is evidence for contribution from non-gravitational kinematics. We adopted the wing components as a proxy for the outflow contribution and investigated the outflow kinematics by analysing the correlations between the widths and shifts of the wing components of different lines. For this purpose, we used the subsets in which wing components are detected in both compared lines, and can be fitted independently. We find strong correlations between wing component shifts, as well as between wing component widths of all considered lines, with the exception of the Hβ wing component width. These correlations indicate that outflow dynamics systemically affect all emission lines in the spectrum. However, it reflects with a different strength in their profiles, which is observed as different widths of the wing components. This is investigated by comparison of the mean widths of the wing components in subsets where wing components are present in all lines. The strongest outflow signature is observed in the [O III] lines, which have the broadest wing components; weaker outflow signatures are found in Hα and [N II], and the weakest is found for [S II]. These results imply that the considered lines arise in different parts of an outflowing region.

Aerodynamic Design and Strength Analysis of the Wing for the Purpose of Assessing the Influence of the Bell-Shaped Lift Distribution

This article deals with aerodynamic and structural calculations of several wing designs to compare the influence of the shape on the lift distribution. Various shapes of wings for the required lift and bending moment were optimized to minimize drag and thereby reduce fuel consumption. One example was a wing with a bell-shaped lift distribution, which was proposed by Ludwig Prandtl and has been forgotten over the years. The first part of the paper focuses on minimization of the wing drag coefficient by a low fidelity method and the results are compared with the CFD calculation with good agreement. In the structural part of the analysis, the inner layout of the studied wings was designed. The structural design, containing elementary wing components and optimization loop, was carried out to minimize weight with respect to panel buckling. From these calculations the weights of wings were obtained and compared. In the last part of this study, an analysis of flight performance of an airplane with presented wings was performed for a selected flight mission. Results indicated that, for the free optimized wing, the fuel saving was about six percent.

Modeling and Structural Analysis of Morphing Wing in UAVs

Morphing structure enables an aircraft to alter its configuration in maneuver to operate effectively in a given flight reign. A continuous wing is utilized to reduce drag as the wing deformation is approximated more closely. With such wing morphing of skin supported with underlying truss structure, they are able to control the unsteady aerodynamic forces. This project seeks to expand and unravel the capability of an aircraft through the application of a reconfigurable “morphing” wing. In this project, the structural model of the morphing wing consists of primarily wing components designed in solid works. Structural analysis of wing components has been written to minimize wing deformation under aerodynamic load using ANSYS. With fixed geometry, the wing is allowed to analyze Fluid Structure Interaction (FSI) in Fluent. Smart materials which carry aerodynamic loads such as shape memory alloys, piezoelectric actuators, and shape memory polymers have been discussed briefly. Along these lines, this paper fills in as an abstract for scientists and designers endeavoring to get to know the current progressions and advancements in morphing wing technology

Improved Immune Genetic Algorithm to Optimize the Design of Wing Structure of Competition Aircraft

An improved immune genetic algorithm is used to design and optimize the wing structure parameters of a competition aircraft. According to the requirements of aircraft design, multi-objective optimization index is established. On this basis, the basic steps of using immune algorithm to optimize the main design parameters of aircraft wing structure are proposed, and the optimization of the wing parameters of a competition aircraft is used as an example for simulation calculation. The design variables in the optimization are the size of the wing components, and the optimization goal is to minimize the weight of the wing and the maximum deformation of the wing structure. Research shows that compared with traditional optimization methods; the improved immune genetic algorithm is a very effective optimization method. At the same time, a prototype is made to check the validity and feasibility of the design. Flight test results show that the optimization method is very effective. Although the method is proposed for competition aircraft, it is also applicable to other types of aircraft.

Identifying the Propeller Transition to Wing-Like Behavior at High Angles of Incidence

The aerodynamic performance of a propeller at high incidence angles, in forward flight, has long been associated with wing-like behaviors. At low to intermediate angles, thrust generally decreases with airspeed, as with the axial propeller, whereas an opposite trend is observed at high angles, resembling wings. However, an explicit determination of the transition from propeller to wing-like behaviors is lacking. Such transition characteristics are investigated, under the scope of the axial and wing-equivalent components of the propeller’s thrust, which have been demonstrated to comprise total thrust, in a previous paper. For this, wind tunnel experiments are conducted at incidence angles up to 90° on four small-scale fixed-pitch propellers, with blade angles up to 23°. At the angle of thrust behavioral inversion , opposite sensitivities to advance ratio are observed for each thrust component, annulling the sensitivity of the thrust coefficient. At angles higher than , as grows, the wing component positive sensitivity is dominant, and the wing component itself largely exceeds the axial term, causing the propeller to behave like a wing. Consequently, is defined as the propeller’s transition angle from axial-dominant to wing-like behavior. The tests showed occurring at lower angles for higher pitch propellers.

Structural Sizing and Topology Optimization Based on Weight Minimization of a Variable Tapered Span-Morphing Wing for Aerodynamic Performance Improvements.

This article proposes the integration of structural sizing, topology, and aerodynamic optimization for a morphing variable span of tapered wing (MVSTW) with the aim to minimize its weight. In order to evaluate the feasibility of the morphing wing optimization, this work creates a numerical environment by incorporating simultaneous structural sizing and topology optimization based on its aerodynamic analysis. This novel approach is proposed for an MVSTW. A problem-specific optimization approach to determine the minimum weight structure of the wing components for its fixed and moving segments is firstly presented. The optimization was performed using the OptiStruct solver inside HyperMesh. This investigation seeks to minimize total structure compliance while maximizing stiffness in order to satisfy the structural integrity requirements of the MVSTW. The aerodynamic load distribution along the wingspan at full wingspan extension and maximum speed were considered in the optimization processes. The wing components were optimized for size and topology, and all of them were built from aluminum alloy 2024-T3. The optimization results show that weight savings of up to 51.2% and 55.7% were obtained for fixed and moving wing segments, respectively. Based on these results, the optimized variable-span morphing wing can perform certain flight missions perfectly without experiencing any mechanical failures.

Mechanical Behaviour of Al7075 Hybrid Composites Developed through Squeeze Casting

The automotive and aerospace sector are behind the development of squeeze casting process, as the squeeze cast components exhibit improved mechanical properties. Squeeze casting is a hybrid metal processing technique that combines the advantage of both casting and forging in one operation. The aluminium alloy 7075 is a futuristic material that is widely used to produce automotive and aerospace components. Cylindrical component of AL 7075 was produced by varying the squeeze pressure at certain level. The specimen was made from the component as per ASTM standard and they were tested for mechanical properties such as tensile hardness and impact strength respectively. It was found that mechanical properties were enhanced with increase in squeeze pressure. The aluminium 7075 hybrid composites developed through squeeze casting is fabricated and experimented upon and found to have adequate potential for wide variety of application. In aerospace industries it can be used in gear components, blade sleeves, guide vanes, wing components etc. Applications in surface transport are brake rotors, automotive engine cylinder, engine exhaust valve, body chassis and connecting rods. This material can be used in light weight applications such as power lines and wind mill fans.

Wing component allocation for a morphing variable span of tapered wing using finite element method and topology optimisation – application to the UAS-S4

AbstractThis work presents the Topology Optimisation of the Morphing Variable Span of Tapered Wing (MVSTW) using a finite element method. This topology optimisation aims to assess the feasibility of internal wing components such as ribs, spars and other structural components. This innovative approach is proposed for the telescopic mechanism of the MVSTW, which includes the sliding of the telescopically extended wing into the fixed wing segment. The optimisation is performed using the tools within ANSYS Mechanical, which allows the solving of topology optimisation problems. This study aims to minimise overall structural compliance and maximise stiffness to enhance structural performance, and thus to meet the structural integrity requirements of the MVSTW. The study evaluates the maximum displacements, stress and strain parameters of the optimised variable span morphing wing in comparison with those of the original wing. The optimised wing analyses are conducted on four wingspan extensions, that is, 0%, 25%, 50% and 75%, of the original wingspan, and for different flight speeds to include all flight phases (17, 34, 51 and 68m/s, respectively). Topology optimisation is carried out on the solid wing built with aluminium alloy 2024-T3 to distribute the wing components within the fixed and moving segments. The results show that the fixed and moving wing segments must be designed with two spar configurations, and seven ribs with their support elements in the high-strain area. The fixed and moving wing segments’ structural weight values were reduced to 16.3 and 10.3kg from 112 to 45kg, respectively. The optimised MVSTW was tested using different mechanical parameters such as strains, displacements and von Misses stresses. The results obtained from the optimised variable span morphing wing show the optimal mechanical behaviour and the structural wing integrity needed to achieve the multi-flight missions.

Widespread occurrence of high-velocity upflows in solar active regions

Aims. We performed a systematic study of 12 active regions (ARs) with a broad range of areas, magnetic fluxes, and associated solar activity in order to determine whether there are upflows present at the AR boundaries and, if these upflows exist, whether there is a high-speed asymmetric blue wing component present in them. Methods. To identify the presence and locations of the AR upflows, we derive relative Doppler velocity maps by fitting a Gaussian function to Hinode/EIS Fe XII 192.394 Å line profiles. To determine whether there is a high-speed asymmetric component present in the AR upflows, we fit a double Gaussian function to the Fe XII 192.394 Å mean spectrum that is computed in a region of interest situated in the AR upflows. Results. Upflows are observed at both the eastern and western boundaries of all ARs in our sample, with average upflow velocities ranging between −5 and −26 km s−1. A blue wing asymmetry is present in every line profile. The intensity ratio between the minor high-speed asymmetric Gaussian component compared to the main component is relatively small for the majority of regions; however, in a minority of cases (8/30) the ratios are large and range between 20 and 56 %. Conclusions. These results suggest that upflows and the high-speed asymmetric blue wing component are a common feature of all ARs.

Experimental Investigation of Open-Hole Compression Strength of Carbon Epoxy Composite Material and Determination of Localized Strains Using Digital Image Correlation Technique

The biggest application of the fiber-reinforced composites are in the field of military and commercial aircrafts. Carbon fibers either alone or with the Kevlar 49 fibers, are widely used as main material in many aero plane wing, fuselage and empennage components. Composites materials have wide applications in different industries because of it has very different properties from the metals and polymers. In the drilling of Carbon/Epoxy Composites the cut surface quality is very much dependent on the drilling parameters set during drilling which further effect the strength of the hole during extension/compression loading. In this research, Carbon Fiber Epoxy Composite material is drilled with the standard carbide drill bit and Open Hole Compression (OHC) tests are performed on the Universal Testing Machine. The Digital Image Correlation (DIC) technique is used to find out the strain distribution around the hole during compression loading. From the experimental method and DIC, maximum strength of carbon epoxy composite is achieved by drilling at 1600-2400 mm/min in presence of notch. It was also observed that failure of the structure is dependent on the drilling feed rate and 1600-2400 mm/min was the optimized drilling range.

Spectroscopic study of the [O iii]λ5007 profile in Seyfert 1 galaxies

ABSTRACT The spectra of active galactic nuclei usually exhibit wings in some emission lines, such as [O iii]λλ5007, 4959, with these wings generally being blueshifted and related to strong winds and outflows. The aim of this work was to analyse the [O iii] emission lines in broad-line Seyfert 1 (BLS1) galaxies in order to detect the presence of wings, and to study the [O iii] line properties and their possible connection with the central engine. In addition, we attempted to compare the black hole mass distribution in both BLS1 galaxies with symmetric and blue-asymmetric [O iii] profiles. For this purpose, we carried out a spectroscopic study of a sample of 45 nearby southern BLS1 galaxies from the Six Degree Field Galaxy survey. The [O iii] emission lines were well-fitted using a single Gaussian function in 23 galaxies, while 22 objects presented a wing component and required a double-Gaussian decomposition. By computing the radial velocity difference between the wing and core centroids (i.e. Δv), we found 18 galaxies exhibiting blueshifted wings, 2 objects presenting red wings, and 2 galaxies showing symmetric wings (Δv = 0). Moreover, Δv was slightly correlated with the black hole mass. In addition, we computed the radial velocity difference of the blue-side full extension of the wing relative to the centroid of the core component through the blue emission parameter, which revealed a correlation with black hole mass, in agreement with previous results reported for narrow-line galaxies. Finally, in our sample, similar black hole mass distributions were observed in both BLS1 galaxies with symmetric and blueshifted asymmetric [O iii] profiles.

New Development of Classical Actuator Disk Model for Propellers at Incidence

The actuator disk model thrust formula was mathematically expanded in series and divided into two parts to show that propellers at incidence comprise an axial and a wing lift equivalent component. Both components share a common induced speed . This is done by considering an enhanced disk area for momentum balance, to match Glauert’s hypothesis mass flowrate. To shed light on the theoretical developments, wind tunnel tests were conducted on a two-bladed propeller at angles of incidence ranging from 0 to 90 deg. The wing component is shown to increase with airflow velocity and angle of incidence. The axial component decreases with , for all angles. The generally observed thrust increase with angle of incidence is explained, by the theory, to be mostly due to the wing component contribution. The theory also explains why at angles of incidence above 60 deg propellers inherently behave differently than at lower angles. While thrust decreases with at lower angles, it grows with airspeed at an angle of incidence of approximately 60 deg or higher. This behavioral inversion happens as the wing component positive sensitivity to overcomes the negative sensitivity of the axial component. A simplified formula is presented for predicting thrust at a given angle, based only on propellers data at an angle of incidence of 0, regardless of blade geometry.

Effect of Heat Treatment and Cryotreatment on the Fatigue Crack Growth in Aluminium 7075 Alloy

Al 7075 is an aluminium alloy with zinc as major element. Al 7075 is commonly used in aircraft components, especially for critical parts like wing and fuselage components. In present investigation Al 7075 has been selected subjected to annealing, cryogenic treatment and the combination of annealing and cryogenic treatment for the study of fatigue crack growth subjected to fatigue load at constant amplitude. Specimens were subjected to fatigue crack growth as per ASTM E-647 standards and the results of fatigue crack growth were compared. NASGRO software was used to predict the fatigue crack growth (FCG) and the results are validated using experimental results. Microstructure analysis of metallic specimens was also carried out to study the micro structural changes in specimens undergoing heat treatment and cryotreatment. From the present investigation it has been observed that cryogenic treatment and heat treatments plays vital role in improving fatigue life of Al 7075 components.

Fully Parametric Optimization Designs of Wing Components

An optimization technique called shape-linked optimization, which is different from the traditional optimization method, is introduced in this paper. The research introduces an updated wing optimization design in an effort to adapt to continuous structure changes and shapes while optimizing for a lighter weight of the structure. The changing tendencies of the thickness of wing skins and the cross-section areas of the wing beams are fitted to continuous polynomial functions, whose coefficients are designed as variables, which is a different engineering approach from the size variants of the thickness and the area in the traditional optimization. The structural strength, stiffness, and stability are constraints. Firstly, this research unearths the significance of utilizing a modernized optimization process which alters the production of the traditional 12 or over 12 segment wing design and applies new approaches and methods with less variables that contribute to expedited design cycles, decreased engineering and manufacturing expenditures, and a lighter weight aircraft with lower operating costs than the traditional design for the operators. And then, this paper exemplifies and illustrates the validity of the above claims in a detailed and systematic approach by comparing traditional and modernized optimization applications with a two-beam wing. Finally, this paper also proves that the new optimized structure parameters are easier than the size optimization to process and manufacture.

A framework based on deep neural networks to extract anatomy of mosquitoes from images

We design a framework based on Mask Region-based Convolutional Neural Network to automatically detect and separately extract anatomical components of mosquitoes-thorax, wings, abdomen and legs from images. Our training dataset consisted of 1500 smartphone images of nine mosquito species trapped in Florida. In the proposed technique, the first step is to detect anatomical components within a mosquito image. Then, we localize and classify the extracted anatomical components, while simultaneously adding a branch in the neural network architecture to segment pixels containing only the anatomical components. Evaluation results are favorable. To evaluate generality, we test our architecture trained only with mosquito images on bumblebee images. We again reveal favorable results, particularly in extracting wings. Our techniques in this paper have practical applications in public health, taxonomy and citizen-science efforts.

WITHDRAWN: Developing 3D printable hybrid graphene and carbon fibre polymer nanocomposites for fused filament fabrication

Abstract Fused filament fabrication 3D printing is currently limited for its application in producing aerospace components because of the performance of current polymeric materials. During this research a novel method for 3D printing 5% carbon fibre and different quantities of graphene nanoplatelets of between 0.01 and 5% has been developed. These formulations have been used to reinforce Polyethylene terephthalate thermoplastic that has been subsequently 3D printed to form full sized aerospace wing components. This research demonstrates how the novel polymer blend has significantly improved electrically conductive and mechanical properties over that of the parent polymer, which was evaluated after 3D printing. These results confirm that the formulation developed during this research has the performance properties required for 3D printing of aerospace structures. It has been observed that the process through which the nanocomposite masterbatch is manufactured is highly sensitive to the processes used. This is particularly the case when creating multi-material nanocomposite formulations. The research demonstrates how traditional 3D printing technology can be used to fabricate a range of high-performance functional components.

XadA2 Adhesin Decreases Biofilm Formation and Transmission of Xylella fastidiosa subsp. pauca.

Xylella fastidiosa is a vector-borne bacterium that causes diseases in many plants of economic interest. The bacterium–vector initial interactions involve bacterial membrane-bound adhesins that mediate cell attachment to the foregut of insect vectors. We investigated the role of the afimbrial adhesin XadA2 in the binding and biofilm formation of X. fastidiosa subsp. pauca to vector surfaces in vitro, as well as its potential to disrupt pathogen transmission. We showed that XadA2 has binding affinity for polysaccharides on sharpshooter hindwings, used as a proxy for the interactions between X. fastidiosa and vectors. When in a medium without carbon sources, the bacterium used wing components, likely chitin, as a source of nutrients and formed a biofilm on the wing surface. There was a significant reduction in X. fastidiosa biofilm formation and cell aggregation on vector wings in competition assays with XadA2 or its specific antibody (anti-XadA2). Finally, pathogen acquisition and transmission to plant were significantly reduced when the vectors acquired X. fastidiosa from an artificial diet supplemented with anti-XadA2. These results show that XadA2 is important in mediating bacterial colonization in the insect and that it could be used as a target for blocking X. fastidiosa transmission.

Structural analysis and optimization of a tethered swept wing for airborne wind energy generation

AbstractIn this paper, we present an aero‐structural model of a tethered swept wing for airborne wind energy generation. The carbon composite wing has neither fuselage nor actuated aerodynamic control surfaces and is controlled entirely from the ground using three separate tethers. The computational model is efficient enough to be used for weight optimisation at the initial design stage. The main load‐bearing wing component is a nontypical “D”‐shaped wing‐box, which is represented as a slender carbon composite shell and further idealised as a stack of two‐dimensional cross section models arranged along an anisotropic one‐dimensional beam model. This reduced 2+1D finite element model is then combined with a nonlinear vortex step method that determines the aerodynamic load. A bridle model is utilised to calculate the individual forces as a function of the aerodynamic load in the bridle lines that connect the main tether to the wing. The entire computational model is used to explore the influence of the bride on the D‐box structure. Considering a reference D‐box design along with a reference aerodynamic load case, the structural response is analysed for typical bridle configurations. Subsequently, an optimisation of the internal geometry and laminate fibre orientations is carried out using the structural computation models, for a fixed aerodynamic and bridle configuration. Aiming at a minimal weight of the wing structure, we find that for the typical load case of the system, an overall weight savings of approximately 20% can be achieved compared with the initial reference design.