A feasibility study of a post-buckled beam for actuating helicopter trailing edge flap

Active trailing edge flaps (TEFs) are one of the most promising devices for helicopter vibration reduction. Smart actuators such as the piezoelectric stack actuators (PEAs) are used for TEF actuation. PEAs possess high energy density and have large force in dynamic condition but are limited to small displacements. In this investigation, we study a linear to rotary motion amplification mechanism (AM-2) based on a pinned-pinned post-buckled beam to actuate trailing edge flaps. A linear motion amplification mechanism is developed and coupled with AM-2 to amplify angular flap deflections. Experiments are conducted on bench top-test setup, and maximum flap angle deflections of the order of 12A degrees are achieved in the static case. An aeroelastic analysis is performed and 91 % reduction in helicopter vibration is obtained with multiharmonic control inputs.

Robust design of multiple trailing edge flaps for helicopter vibration reduction: A multi-objective bat algorithm approach

The objective of this study is to determine an optimal trailing edge flap configuration and flap location to achieve minimum hub vibration levels and flap actuation power simultaneously. An aeroelastic analysis of a soft in-plane four-bladed rotor is performed in conjunction with optimal control. A second-order polynomial response surface based on an orthogonal array (OA) with 3-level design describes both the objectives adequately. Two new orthogonal arrays called MGB2P-OA and MGB4P-OA are proposed to generate nonlinear response surfaces with all interaction terms for two and four parameters, respectively. A multi-objective bat algorithm (MOBA) approach is used to obtain the optimal design point for the mutually conflicting objectives. MOBA is a recently developed nature-inspired metaheuristic optimization algorithm that is based on the echolocation behaviour of bats. It is found that MOBA inspired Pareto optimal trailing edge flap design reduces vibration levels by 73% and flap actuation power by 27% in comparison with the baseline design.

Optimization of Helicopter Rotor Using Polynomial and Neural Network Metamodels

This study aims to determine optimal locations of dual trailing-edge flaps and blade stiffness to achieve minimum hub vibration levels in a helicopter, with low penalty in terms of required trailing-edge flap control power. An aeroelastic analysis based on finite elements in space and time is used in conjunction with an optimal control algorithm to determine the flap time history for vibration minimization. Using the aeroelastic analysis, it is found that the objective functions are highly nonlinear and polynomial response surface approximations cannot describe the objectives adequately. A neural network is then used for approximating the objective functions for optimization. Pareto-optimal points minimizing both helicopter vibration and flap power ale obtained using the response surface and neural network metamodels. The two metamodels give useful improved designs resulting in about 27% reduction in hub vibration and about 45% reduction in flap power. However, the design obtained using response surface is less sensitive to small perturbations in the design variables.

PREDICTION OF TRANSITIONAL AND SEPARATED BOUNDARY LAYERS IN A COMPRESSOR CASCADE

Numerical simulations were performed of experiments from a cascade of stator blades at three low Reynolds numbers representative of flight conditions. Solutions were assessed by comparing blade surface pressures, velocity and turbulence intensity along blade normals at several stations along the suction surface and in the wake. At Re = 210,000 and 380,000 the laminar boundary layer over the suction surface separates and reattaches with significant turbulence fluctuations. A new 3-equation transition model, the k-k(L)-omega model, was used to simulate this flow. Predicted locations of the separation bubble, and profiles of velocity and turbulence fluctuations on blade-normal lines at various stations along the blade were found to be quite close to measurements. Suction surface pressure distributions were not as close at the lower Re. The solution with the standard k-omega SST model showed significant differences in all quantities. At Re = 640,000 transition occurs earlier and it is a turbulent boundary layer that separates near the trailing edge. The solution with the Reynolds stress model was found to be quite close to the experiment in the separated region also, unlike the k-omega SST solution. Three-dimensional computations were performed at Re = 380,000 and 640,000. In both cases there were no significant differences between the midspan solution from 3D computations and the 2D solutions. However, the 3D solutions exhibited flow features observed in the experiments the nearly 2D structure of the flow over most of the span at 380,000 and the spanwise growth of corner vortices from the endwall at 640,000.

Wear lip formation during dry sliding

A pin-on-disc test configuration has been used to examine the formation of the strain-hardened projection, or wear lips, especially at the trailing edge of the pin during dry sliding of aluminium alloys against steel discs. The mechanism of formation of such wear lips is studied with the aid of optical and electron microscopes. The plastic deformation of the pin, growth and eventual removal of the wear lip as wear debris are elucidated. The size and shape of the wear lips in pins of different shapes, i.e. square, rectangular, triangular and circular cross-sections, are described.

A nonlinear theory of wake development

A simple new series, using an expansion of the velocity profile in parabolic cylinder functions, has been developed to describe the nonlinear evolution of a steady, laminar, incompressible wake from a given arbitrary initial profile. The first term in this series is itself found to provide a very satisfactory prediction of the decay of the maximum velocity defect in the wake behind a flat plate or aft of the recirculation zone behind a symmetric blunt body. A detailed analysis, including higher order terms, has been made of the flat plate wake with a Blasius profile at the trailing edge. The same method yields, as a special case, complete results for the development of linearized wakes with arbitrary initial profile under the influence of arbitrary pressure gradients. Finally, for purposes of comparison, a simple approximate solution is obtained using momentum integral methods, and found to predict satisfactorily the decay of the maximum velocity defect. © 1970 Wolters-Noordhoff Publishing.

Positional dependence of material flow in friction stir welding: analysis of joint line remnant and its relevance to dissimilar metal welding

Understanding material flow in friction stir welding is important for production of sound dissimilar metal welding that control the intermixing of two alloys being welded and consequent formation of new constituents which influences the weld properties. In the present experimental investigation material flow patterns are visualised using dissimilar and similar aluminium alloys using a simple innovative ,experiment. The experimental results reveal that only a portion of material transported from the leading edge undergoes chaotic flow and the remaining is deposited systematically in the trailing edge of the weld. Using this information it is shown that the formation of a friction stir welding defect, joint line remnant, does not occur only when the weld interface is on the advancing side. The material flow visualisation study has been utilised to analyse the mechanism of weld formation and its usefulness in improving fatigue properties and for dissimilar metal welds.

Sliding wear of copper against alumina

OFHC copper pins with 10 ppm oxygen were slid against alumina at a load of 50 N and sliding speeds of 0.1 ms(-1) to 4.0 ms(-1) The wear characteristics of copper were related to the strain rate response of copper under uniaxial compression between strain rates of 0.1 s(-1) and 100 s(-1) and temperatures in the range of 298 K to 673 K. It is seen that copper undergoes flow banding at strain rates of 1 s(-1) up to a temperature of 523 K, which is the major instability in the region tested. These flow bands are regions of crack nucleation. The strain rates and temperatures existing in the subsurface of copper slid against alumina are estimated and superimposed on the strain rate response map of copper. The superposition shows that the subsurface of copper slid at low velocities is likely to exhibit flow band instability induced cracking. It is suggested that this is the,reason for the observed high wear rate at low velocities. The subsurface deformation with increasing velocity becomes more homogeneous. This reduces the wear rate. At velocities >2 ms(-1) there is homogenous flow and extrusion of thin (10 mu m) bands of material out of the trailing edge. This results in the gradual increase of wear rate with increasing velocity above 2.0 ms(-1).

Turbulent near-wake development behind a flat plate

An asymptotic analysis of the two-dimensional turbulent near-wake flow behind a Rat plate with sharp trailing edge has been formulated, The feature that the near-wake, which is dominated by the mixing of the oncoming turbulent boundary layers retains, to a large extent, the memory of the turbulent structure of the upstream boundary layer has been exploited to develop the analysis. This analysis leads to two regions of the near-wake flow (the inner near-wake and the outer near-wake) for which the governing equations are derived. The matching conditions among these regions lead to a logarithmic variation in the normal direction in the overlapping region surrounding the inner near-wake. These features are validated by the available experimental data. Similarity solutions for the velocity distribution (which satisfy the required matching conditions) in the inner near-wake and outer near-wake regions have been obtained by making the appropriate eddy-viscosity assumptions, Uniformly valid solutions for velocity distribution have been constructed for the near-wake. The solutions show good agreement with available experimental data. (C) Elsevier, Paris.

Turbulent near-wake studies behind an infinitely swept wing

The three-dimensional asymmetric turbulent near-Rake behind an infinitely swept wing with GAW(2) airfoil has been investigated at low speeds. The near-wake in the present study is asymmetric because the boundary layers on the top and bottom surfaces of the model develop under different streamwise pressure gradients. Distributions of mean velocity, three turbulent normal stresses, and two important Reynolds shear stresses have been measured using hot-wire anemometry. The profiles of mean velocity and Reynolds shear stress exhibit asymmetry near the trailing edge and seem to have become symmetric within a short distance of 6 trailing edge momentum thicknesses. Results of computation using K-epsilon turbulence model with a simple scheme to predict the near-wake behind the swept wing have also been presented and compared with the experimental data. The agreement of the predicted mean How development with the experiment is fair considering the simplicity of the scheme.

Optimal location of centre of gravity for swashplateless helicopter UAV and MAV

To investigate the use of centre of gravity location on reducing cyclic pitch control for helicopter UAV's (unmanned air vehicles) and MAV's (micro air vehicles). Low cyclic pitch is a necessity to implement the swashplateless rotor concept using trailing edge flaps or active twist using current generation low authority piezoceramic actuators. Design/methodology/approach – An aeroelastic analysis of the helicopter rotor with elastic blades is used to perform parametric and sensitivity studies of the effects of longitudinal and lateral center of gravity (cg) movements on the main rotor cyclic pitch. An optimization approach is then used to find cg locations which reduce the cyclic pitch at a given forward speed. Findings – It is found that the longitudinal cyclic pitch and lateral cyclic pitch can be driven to zero at a given forward speed by shifting the cg forward and to the port side, respectively. There also exist pairs of numbers for the longitudinal and lateral cg locations which drive both the cyclic pitch components to zero at a given forward speed. Based on these results, a compromise optimal cg location is obtained such that the cyclic pitch is bounded within ±5° for a BO105 helicopter rotor. Originality/value – The reduction in the cyclic pitch due to helicopter cg location is found to significantly reduce the maximum magnitudes of the control angles in flight, facilitating the swashplateless rotor concept. In addition, the existence of cg locations which drive the cyclic pitches to zero allows for the use of active cg movement as a way to replace the cyclic pitch control for helicopter MAV's.

Shock-boundary layer interaction and transonic flutter

The transonic flutter dip of an aeroelastic system is primarily caused by compressibility of the flowing fluid. Viscous effects are not dominant in the pre-transonic dip region. In fact, an Euler solver can predict this flutter boundary with considerable accuracy. However with an increase in Mach number the shock moves towards the trailing edge causing shock induced separation. This shock-boundary layer interaction changes the flutter boundary in the transonic and post-transonic dip region significantly. We discuss the effect of viscosity in changing the flutter boundary in the post-transonic dip region using a RANS solver coupled to a two-degree of freedom model of the structural dynamics of a wing.

An experimental and numerical study of piezoceramic actuator hysteresis in helicopter active vibration control

An aeroelastic analysis is used to investigate the rate dependent hysteresis in piezoceramic actuators and its effect on helicopter vibration control with trailing edge flaps. Hysteresis in piezoceramic materials can cause considerable complications in the use of smart actuators as prime movers in applications such as helicopter active vibration control. Dynamic hysteresis of the piezoelectric stack actuator is investigated for a range of frequencies (5 Hz (1/rev) to 30 Hz (6/rev)) which are of practical importance for helicopter vibration analysis. Bench top tests are conducted on a commercially available piezoelectric stack actuator. Frequency dependent hysteretic behavior is studied experimentally for helicopter operational frequencies. Material hysteresis in the smart actuator is mathematically modeled using the theory of conic sections. Numerical simulations are also performed at an advance ratio of 0.3 for vibration control analysis using a trailing edge flap with an idealized linear and a hysteretic actuator. The results indicate that dynamic hysteresis has a notable effect on the hub vibration levels. It is found that the theory of conic sections offers a straight forward approach for including hysteresis into aeroelastic analysis.