CAO et al 2024a - Revision history

Rimni: /* References */

2024-04-03T14:21:32Z

‎References

Rimni at 14:18, 3 April 2024

2024-04-03T14:18:42Z

Rimni: /* References */

2024-03-26T13:46:14Z

‎References

Rimni at 13:16, 26 March 2024

2024-03-26T13:16:34Z

Rimni at 13:16, 26 March 2024

2024-03-26T13:16:00Z

Rimni: /* 3.2 Load-bearing capacity analysis */

2024-03-26T13:15:50Z

‎3.2 Load-bearing capacity analysis

Rimni at 13:12, 26 March 2024

2024-03-26T13:12:44Z

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Rimni: /* 2. Structural scheme of camber-morphing wing */

2024-03-26T12:47:25Z

‎2. Structural scheme of camber-morphing wing

Rimni at 12:37, 26 March 2024

2024-03-26T12:37:52Z

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Ygnigood at 05:50, 15 March 2024

2024-03-15T05:50:02Z

@@ Line 299: / Line 299: @@
 <div class="auto" style="text-align: left;width: auto; margin-left: auto; margin-right: auto;font-size: 85%;">
-[1] Darecki M., Edelstenne C., Enders T., et al. Flightpath 2050: Europe’s vision for aviation maintaining global leadership and serving society’s needs. Publications Office of the European Union, Luxembourg, 1-11, 2011.
+[1] Darecki M., Edelstenne C., Enders T., et al. Flightpath 2050: Europe’s vision for aviation maintaining global leadership and serving society’s needs. Publications Office of the European Union, Luxembourg, pp. 1-11, 2011.
 [2]  Ajaj R.M.,  Parancheerivilakkathil M.S.,  Amoozgar M.R., et al. Recent developments in the aeroelasticity of morphing aircraft. Progress in Aerospace Sciences, 120:1-29, 2021.
@@ Line 307: / Line 307: @@
 [4] Yang Y., Wang B.W., Lv S.S., et al. Review of technical development of variable camber wing (in Chinese). Acta Aeronautica et Astronautica Sinica, 43(1):24943-024943, 2020.
-[5]  Haughn K.P.T.  Inman D.J. Spanwise camber morphing offers potential efficiency gains during autonomous gust rejection. AIAA SciTech 2024 Forum, Orlando, FL, USA, AIAA, pp. 1-8, 2024.
+[5]  Haughn K.P.T.,  Inman D.J. Spanwise camber morphing offers potential efficiency gains during autonomous gust rejection. AIAA SciTech 2024 Forum, Orlando, FL, USA, AIAA, pp. 1-8, 2024.
 [6] Wu R.,  Soutis C.,  Zhong S.,  Filippone A. A morphing aerofoil with highly controllable aerodynamic performance. Aeronautical Journal, 121(1235):54-72, 2017.
@@ Line 325: / Line 325: @@
 [13] Ni Y., Zhao H., Qiao S., et al. Development of aeroelastic modeling and analysis for wing camber morphing technology (in Chinese). Advances in Aeronautical Science and Engineering, 14(4):1-17, 2023.
-[14] Campanile L.F., Sachau D. The belt-rib concept: A structronic approach to variable camber. Journal of Intelligent Material Systems and Structures, 11:215-224 , 2000.
+[14] Campanile L.F., Sachau D. The belt-rib concept: A structronic approach to variable camber. Journal of Intelligent Material Systems and Structures, 11:215-224, 2000.
 [15] Matteo N.D., Guo S., Morishingma R. Optimization of leading edge and flap with acturation system for a variable camber wing. 53rd AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference,  Honolulu, Hawaii, April 2012.
@@ Line 331: / Line 331: @@
 [16] Matteo N.D., Guo S., Ahmed S., et al. Morphing trailing edge flap for high lift wing. 52nd AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference, Denver, Colorado, April 2011.
-[17] Matteo N.D., Guo S., Ahmed S., et al. Design and analysis of a morphing flap structure for high lift wing. 51st AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference, Orlando Florida, April 2010.
+[17] Matteo N.D., Guo S., Ahmed S., et al. Design and analysis of a morphing flap structure for high lift wing. 51st AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference, Orlando, Florida, April 2010.
 [18] Wang D.P., Bartley-Cho J.D., Martin C.A., et al. Development of high-rate, large deflection, hingeless trailing edge control surface for the smart wing wind tunnel model. Smart Applications of Smart Structures Technologies Proceedings of SPIE, 4332:407-418, 2001.

@@ Line 303: / Line 303: @@
 [2]  Ajaj R.M.,  Parancheerivilakkathil M.S.,  Amoozgar M.R., et al. Recent developments in the aeroelasticity of morphing aircraft. Progress in Aerospace Sciences, 120:1-29, 2021.
-[3]  Ajaj R.M., Beaverstock C.S., Michael I. Friswell. Morphing aircraft: the need for a new design philosophy. Aerospace and Technology, 2016, 49: 154-166
+[3]  Ajaj R.M., Beaverstock C.S., Michael I. Friswell. Morphing aircraft: the need for a new design philosophy. Aerospace and Technology, 49:154-166, 2016.
-[4]Yang Y, Wang B W, Lv S S, et al. Review of technical development of variable camber wing. Acta Aeronautica et Astronautica Sinica. 2020,43(1):24943-024943.(In Chinese)
+[4] Yang Y., Wang B.W., Lv S.S., et al. Review of technical development of variable camber wing (in Chinese). Acta Aeronautica et Astronautica Sinica, 43(1):24943-024943, 2020.
-[5] Kevin PT. Haughn, Daniel J. Inman. Spanwise Camber Morphing Offers Potential Efficiency Gains During Autonomous Gust Rejection. AIAA SciTech 2024 Forum. Orlando, FL, USA: AIAA, 2024:1-8.
+[5]  Haughn K.P.T.  Inman D.J. Spanwise camber morphing offers potential efficiency gains during autonomous gust rejection. AIAA SciTech 2024 Forum, Orlando, FL, USA, AIAA, pp. 1-8, 2024.
-[6] Rui Wu, Costas Soutis, Shan Zhong, Antoniio Filippone. A morphing Aerofoil with Highly Controllable Aerodynamic Performance. Aeronautical Journal. 2017,121(1235):54-72.
+[6] Wu R.,  Soutis C.,  Zhong S.,  Filippone A. A morphing aerofoil with highly controllable aerodynamic performance. Aeronautical Journal, 121(1235):54-72, 2017.
-[7] A. González, J. Hinojosa. Study of the influence of protuberances in the trailing edge of airfoils and determination of their aerodynamic efficiency through CFD using Ansys Fluent. Revista Internacional de Métodos Numéricos para Cálculo y Diseño en Ingeniería. 2019, 35 (3):36.
+[7]  González A.,  Hinojosa J. Study of the influence of protuberances in the trailing edge of airfoils and determination of their aerodynamic efficiency through CFD using Ansys Fluent. Revista Internacional de Métodos Numéricos para Cálculo y Diseño en Ingeniería, 35(3), 36, 2019.
-[8] Kota S, Hetrick JA, Osborn R, Paul D, Pendleton E, Flick P, et al. Design and application of compliant mechanisms for morphing aircraft structures. Proceedings of SPIE Smart Structures and Materials 2003, 5054:24–33. Aug 2003.
+[8] Kota S., Hetrick J.A., Osborn R., Paul D., Pendleton E., Flick P., et al. Design and application of compliant mechanisms for morphing aircraft structures. Proceedings of SPIE Smart Structures and Materials 2003, 5054:24–33, August 2003.
-[9] Hetrick J A, Osborn R F, Kota S, et al. Flight Testing of Mission Adaptive Compliant Wing. 48th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference. April 2007. Honolulu, Hawaii.
+[9] Hetrick J.A., Osborn R.F., Kota S., et al. Flight testing of mission adaptive compliant wing. 48th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference, Honolulu, Hawaii, April 2007.
-[10] Woods BK, Bilgen O, Friswell MI. Wind tunnel testing of the fish bone active camber morphing concept. Journal of Intelligent Material Systems and Structures. 25(7). Pp 772–85. Apr 2014.
+[10] Woods B.K., Bilgen O., Friswell M.I. Wind tunnel testing of the fish bone active camber morphing concept. Journal of Intelligent Material Systems and Structures, 25(7):772–85, 2014.
-[11] Piet C W, Padopoulos M. Smart Intelligent Aircraft Structures (SARISTU). Cham: Springer International Publishing, 2015.
+[11] Piet C.W., Padopoulos M. Smart intelligent aircraft structures (SARISTU).  International Publishing, Springer Cham, 2015.
-[12] Ni Yingge, Yang Yu. Research on the Status and Key Technology in Morphing Airfoil of Adaptive Wings. Advances in Aeronautical Science and Engineering. 2018,9(3):297-308. (In Chinese)
+[12] Ni Y., Yang Y. Research on the status and key technology in morphing airfoil of adaptive wings (in Chinese). Advances in Aeronautical Science and Engineering, 9(3):297-308, 2018.
-[13] Ni Yingge, Zhao Hui, Qiao Shengjun, et al. Development of aeroelastic modeling and analysis for wing camber morphing technology. Advances in Aeronautical Science and Engineering. 2023,14(4):1-17. (In Chinese)
+[13] Ni Y., Zhao H., Qiao S., et al. Development of aeroelastic modeling and analysis for wing camber morphing technology (in Chinese). Advances in Aeronautical Science and Engineering, 14(4):1-17, 2023.
-[14] Campanile L F, Sachau D. The Belt-rib Concept: a structronic approach to variable camber. Journal of Intelligent Material Systems and Structures. 2000, 11: 215-224.
+[14] Campanile L.F., Sachau D. The belt-rib concept: A structronic approach to variable camber. Journal of Intelligent Material Systems and Structures, 11:215-224 , 2000.
-[15]Matteo N D, Guo S, Morishingma R. Optimization of leading edge and flap with acturation system for a variable camber wing. 53rd AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference. April, 2012. Honolulu, Hawaii.
+[15] Matteo N.D., Guo S., Morishingma R. Optimization of leading edge and flap with acturation system for a variable camber wing. 53rd AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference,  Honolulu, Hawaii, April 2012.
-[16]Matteo N D, Guo S, Ahmed S, et al. Morphing trailing edge flap for high lift wing. 52nd AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference. April 2011. Denver, Colorado.
+[16] Matteo N.D., Guo S., Ahmed S., et al. Morphing trailing edge flap for high lift wing. 52nd AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference, Denver, Colorado, April 2011.
-[17] Matteo N D, Guo S, Ahmed S, et al. Design and analysis of a morphing flap structure for high lift wing. 51st AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference. April, 2010. Orlando Florida.
+[17] Matteo N.D., Guo S., Ahmed S., et al. Design and analysis of a morphing flap structure for high lift wing. 51st AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference, Orlando Florida, April 2010.
-[18] Wang D P, Bartley-Cho J D, Martin C A, et al. Development of high-rate, large deflection, hingeless trailing edge control surface for the smart wing wind tunnel model. Smart Applications of Smart Structures Technologies Proceedings of SPIE, 2001,4332:407-418.
+[18] Wang D.P., Bartley-Cho J.D., Martin C.A., et al. Development of high-rate, large deflection, hingeless trailing edge control surface for the smart wing wind tunnel model. Smart Applications of Smart Structures Technologies Proceedings of SPIE, 4332:407-418, 2001.
-[19] Bartey-Cho J D, Wang D P, Martin C A, et al. Development of hight-rate, adaptive trailing edge control surface for the smart wing phase 2 wind tunnel model. Journal of Intelligent Material Systems and Structures. 2004, 5(4): 279-291.
+[19] Bartey-Cho J.D., Wang D.P., Martin C.A., et al. Development of hight-rate, adaptive trailing edge control surface for the smart wing phase 2 wind tunnel model. Journal of Intelligent Material Systems and Structures, 5(4):279-291, 2004.
-[20]Zhang Sheng, Yang Yu, Wang Zhigang, et al. Design and validation of eccentric beam for variable camber trailing edge. Acta Aeronautica et Astronautica Sinica. 2022,43(6):525892. (In Chinese)
+[20] Zhang S., Yang Y., Wang Z., et al. Design and validation of eccentric beam for variable camber trailing edge (in Chinese). Acta Aeronautica et Astronautica Sinica, 43(6):525892, 2022.

@@ Line 297: / Line 297: @@
 ==References==
-[1] Darecki M, Edelstenne C, Enders T, et al. Flightpath 2050:Europe’s Vision for Aviation Maintaining Global Leadership and Serving Society’s Needs. Publications Office of the European Union. Luxembourg, 2011:1-11.
+[1] Darecki M., Edelstenne C., Enders T., et al. Flightpath 2050: Europe’s vision for aviation maintaining global leadership and serving society’s needs. Publications Office of the European Union, Luxembourg, 1-11, 2011.
-[2] R. M. Ajaj, M. S. Parancheerivilakkathil, M. R. Amoozgar, et al. Recent developments in the aeroelasticity of morphing aircraft. Progress in Aerospace Sciences. 2021,120:1-29.
+[2]  Ajaj R.M.,  Parancheerivilakkathil M.S.,  Amoozgar M.R., et al. Recent developments in the aeroelasticity of morphing aircraft. Progress in Aerospace Sciences, 120:1-29, 2021.
-[3] R.M. Ajaj, Christopher S. Beaverstock,Michael I. Friswell. Morphing aircraft: the need for a new design philosophy. Aerospace and Technology, 2016, 49: 154-166
+[3]  Ajaj R.M., Beaverstock C.S., Michael I. Friswell. Morphing aircraft: the need for a new design philosophy. Aerospace and Technology, 2016, 49: 154-166
 [4]Yang Y, Wang B W, Lv S S, et al. Review of technical development of variable camber wing. Acta Aeronautica et Astronautica Sinica. 2020,43(1):24943-024943.(In Chinese)

@@ Line 208: / Line 208: @@
 Comparing [[#img-7|Figures 7]] and [[#img-10|10]], it can be observed that under the motor, when the long metal wire is pulled, the downward displacement of the wing trailing edge is greater, indicating that the degree of camber is higher when the long metal wire is driven. It further indicates that in order to achieve greater downward displacement of the trailing edge of the wing, both long and short metal wires can be driven simultaneously. This can also be seen from the wing structure scheme: firstly, the resultant force when driving long metal wires is greater than that when driving short metal wires; secondly, when driving a long metal wire, the driving force is directly transmitted along the wire to the wing tip, which is equivalent to the force acting on the wing tip, directly driving the upper skin to achieve downward deflection. When driving a short metal wire, the driving force is transmitted along the short metal wire to the lower edge of the deformable truss, which is equivalent to the force acting on the deformable truss, indirectly driving the upper skin to achieve downward deflection. Therefore, when driving a long metal wire, the degree of camber is higher.
-====3.2 Load-bearing capacity analysis====
+===3.2 Load-bearing capacity analysis===
 Carrying capacity is another goal of morphing wing design, aimed at using finite element software to simulate the camber-morphing wing model and verify whether the wing has sufficient carrying capacity under the external loads.

@@ Line 233: / Line 233: @@
 ====3.2.1 Load-bearing capacity of applying pressure to the bottom of the truss====
-As shown in [[#img-12|Figure 12]] , the maximum stress of the camber-morphing wing is 17280Pa, concentrated at the contact area between the deformable truss and the skin near the leading edge, while the stress at the contact area between the other deformable trusses and the skin is relatively small.
+As shown in [[#img-12|Figure 12]], the maximum stress of the camber-morphing wing is 17280Pa, concentrated at the contact area between the deformable truss and the skin near the leading edge, while the stress at the contact area between the other deformable trusses and the skin is relatively small.
 <div id='img-12'></div>
@@ Line 253: / Line 253: @@
 | style="background:#efefef;text-align:left;padding:10px;font-size: 85%;"| '''Figure 13'''. Displacement when applying pressure to the bottom of the truss
 |}
 ====3.2.2 Load-bearing capacity when applying pressure to the upper skin====

@@ Line 212: / Line 212: @@
 Carrying capacity is another goal of morphing wing design, aimed at using finite element software to simulate the camber-morphing wing model and verify whether the wing has sufficient carrying capacity under the external loads.
-The finite element model in this section is different from the finite element model in Section 3.1. The main reason is that when conducting load-bearing capacity analysis, the leading edge is fixed, and its load-bearing capacity is mainly reflected by the deformation of the trailing edge. In addition, the number of deformable truss is three to verify whether the structure has sufficient load-bearing capacity when the stiffness of the wing structure decreases. The final finite element model is shown in [[#img-11|Figure 11]] where the connection between the skin and the leading edge is fully fixed and uniformly distributed pressure is applied to the lower and upper skin of the truss, respectively. Its material properties are the same as those in Section 3.1.
+The finite element model in this section is different from the finite element model in Section 3.1. The main reason is that when conducting load-bearing capacity analysis, the leading edge is fixed, and its load-bearing capacity is mainly reflected by the deformation of the trailing edge. In addition, the number of deformable truss is three to verify whether the structure has sufficient load-bearing capacity when the stiffness of the wing structure decreases. The final finite element model is shown in [[#img-11|Figure 11]], where the connection between the skin and the leading edge is fully fixed and uniformly distributed pressure is applied to the lower and upper skin of the truss, respectively. Its material properties are the same as those in Section 3.1.
 <div id='img-11'></div>
@@ Line 230: / Line 230: @@
 | style="background:#efefef;text-align:left;padding:10px;font-size: 85%;"| '''Figure 11'''. Finite element model for load capacity analysis
 |}
 ====3.2.1 Load-bearing capacity of applying pressure to the bottom of the truss====

@@ Line 73: / Line 73: @@
 |}
 |-
-| style="background:#efefef;text-align:left;padding:10px;font-size: 85%;"| '''Figure 3'''. Three dimensional schematic diagram of camber-morphing wing with different numbers of deformable trusses
+| style="background:#efefef;text-align:left;padding:10px;font-size: 85%;"| '''Figure 3'''. Three dimensional schematic diagram of camber-morphing wing with<br> different numbers of deformable trusses
 |}
 ==3. Structural analysis of camber-morphing wing==

@@ Line 249: / Line 249: @@
 (4) An analysis of the load-bearing capacity of the wing structure revealed that it has sufficient stiffness to withstand certain external loads.
-(5) From the current simulation results, it can be seen that the model has achieved downward deflection of the trailing edge, and further research is needed to determine whether the trailing edge can achieve upward deflection. Mainly because the current downward deflection of the camber-morphing trailing edge can increase the camber, which is conducive to the increase of lift, while the degree of upward deflection is not as great as that of downward deflection. So there is no further study on upward deflection in the simulation. Further research on this point will be considered.
+(5) From the current simulation results, it can be seen that the model has achieved downward deflection of the trailing edge, and further research is needed to determine whether the trailing edge can achieve upward deflection. Mainly because the current downward deflection of the camber-morphing trailing edge can increase the camber, which is conducive to the increase of lift, while the degree of upward deflection is not as great as that of downward deflection. So there is no further study on upward deflection in the simulation. Further research will be considered.
 <big>'''Funding: '''</big>This research is supported by Natural Science Basic Research Plan in Shaanxi Province of China (2021JQ-847 and 2019JQ-912).