5th

5th International
International Conference
Conference on
on Advances
Advances in
in Control
Control and
and
5th International
Optimization of Conference
Dynamical on Advances in Control and
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Optimization
5th of Dynamical
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Available onlineand
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Optimization
5th of Dynamical
International
February Systems
Conference on Advances in Control and
February 18-22,
18-22,
Optimization 2018.
2018. Hyderabad,
Hyderabad,
of Dynamical SystemsIndia
India
February 18-22,
Optimization 2018. Hyderabad,
of Dynamical SystemsIndia
February 18-22, 2018. Hyderabad, India
February 18-22, 2018. Hyderabad, India
ScienceDirect
IFAC PapersOnLine 51-1 (2018) 498–503
Structural and
Structural and Aerodynamics
Aerodynamics StudiesStudies on on
Structural
Structural and
and Aerodynamics
Aerodynamics Studies
Studies on
on
Various
Various Wing
Structural
WingandConfigurations
Aerodynamics
Configurations for
for Morphing
Studies
Morphing on
Various
Various Wing
Wing Configurations
Configurations for
for Morphing
Morphing
Various Wing Configurations for Morphing
D. Kumar, S. Faruque Ali, A. Arockiarajan ∗∗
D.
D. Kumar,
Kumar, S.
S. Faruque
Faruque Ali,
Ali, A.
A. Arockiarajan
Arockiarajan ∗
∗
D.
D. Kumar,
Kumar, S.
S. Faruque
Faruque Ali,
Ali, A.
A. Arockiarajan
Arockiarajan
∗
∗
∗ Department of Applied Mechanics, Indian Institute of Technology
∗
Department of Applied Mechanics, Indian Institute of Technology
∗ Department of Applied Mechanics, Indian Institute of Technology
∗
∗
Madras
∗ Department
Chennai-600
of Applied 036 (e-mail:
Mechanics, am15d405@smail.iitm.ac.in,
Indian
Madras
Department
Madras Chennai-600
of
Chennai-600 Applied036 (e-mail:
Mechanics,
036
sfali@iitm.ac.in, (e-mail: Indian Institute
am15d405@smail.iitm.ac.in,
Institute
am15d405@smail.iitm.ac.in,
aarajan@iitm.ac.in )
of
of Technology
Technology
Madras
Madras Chennai-600 036
036 (e-mail:
sfali@iitm.ac.in,
Chennai-600 am15d405@smail.iitm.ac.in,
aarajan@iitm.ac.in
(e-mail: ))
am15d405@smail.iitm.ac.in,
sfali@iitm.ac.in,
sfali@iitm.ac.in, aarajan@iitm.ac.in
sfali@iitm.ac.in, aarajan@iitm.ac.in
aarajan@iitm.ac.in ))
Abstract:
Abstract: The
The current
current aircraft
aircraft industry,
industry, specially
specially unmanned
unmanned aerial
aerial vehicles,
vehicles, is
is shifting
shifting from
from
Abstract:
fixed wing
Abstract: The
vehicles
The current
to
current aircraft
morphed
aircraft industry,
wing. Morphing
industry, specially
wings
specially unmanned
can
unmannedcreate aerial
smoother
aerial vehicles,
aerodynamic
vehicles, is
is shifting from
surfaces,
shifting from
fixed wing
Abstract:
fixed wing vehicles
The
vehicles to
current
to morphed
aircraft
morphed wing.
wing. Morphing
industry,
Morphing wings
specially
wings can
unmanned
can create
create smoother
aerial
smoother aerodynamic
vehicles,
aerodynamicis surfaces,
shifting from
surfaces,
making
fixed
making wing an
an aircraft
vehicles
aircraft more
to
more agile
morphed
agile and
wing.
and efficient
Morphing
efficient than
than an
wings
an aircraft
can
aircraft that
create
that flies
smoother
flies with
with many
aerodynamic
many discrete
discrete moving
surfaces,
moving
fixed
making wing
surfaces. an vehicles
aircraft
Inaircraft
present to morphed
more agile
study, wing.
and
a anddouble Morphing
efficient than
corrugated wings
an can
aircraft
variable create
that
camber smoother
flies with aerodynamic
many
configuration discrete surfaces,
moving
of morphing
morphing
making
surfaces.
making an
anIn present
aircraft more agile
study,
more agile a efficient
double than
corrugated an aircraft
aircraft that
variable camber flies with many
many discrete
configuration of moving
surfaces.
wing
surfaces. with In
In present
trailing
present study,
edge
study, aa and
morphing efficient
double
double sections than
corrugated
corrugated areanproposed.
variable
variable
that
camber
The
camber
flies twowith
configuration
configurations
configuration
discrete
of
of
moving
morphing
available
morphing
wing
surfaces.
wing with
with In trailing
present
trailing edge
study,
edge morphing
a
morphing double sections
corrugated
sections are
are proposed.
variable
proposed. The
camber
The two
two configurations
configuration
configurations of available
morphing
available
from
wing literature;
with one Fish Bone Active camber concept and other is variable camber morphing
from
from
wing with trailing
wing literature;
literature;
composed trailingone
one
of
edge
Fish
edge
Fish
single
morphing
Bone
morphing
Bone
corrugated
Active
Active
sections
camber
sections
camber
structure
are proposed.
concept
are
concept
is
and
proposed.
and
considered
The
other
The
other
for
two
is
two
is
configurations
variable camber
configurations
variable
comparison camber
of
available
morphing
available
morphing
structural and
from
wing
from literature;
composed
literature; one
of
one Fish
single
Fish Bone
corrugated
Bone Active
Active camber
structure
camber concept
is and
considered
concept and other
for
other is variable
comparison
is variable camber
of morphing
structural
camber morphing and
wing
wing composed
aerodynamic
composed of
analysis.
of single
single corrugated
Thecorrugated structure
structural analysis
analysis
structure is
of is considered
allconsidered
prototype models for
models
for comparison
is done
comparisondone using of
using
of structural
finite element
structural and
element
and
aerodynamic
wing composed
aerodynamic analysis.
of
analysis. The
single
The structural
corrugated
structural structure
analysis of
of all
is
all prototype
considered
prototype for
models is
comparison
is done of
using finite
structural
finite and
element
analysis
aerodynamic
analysis with
with actuation
analysis.
actuation The mechanism.
structural
mechanism. Aerodynamic
analysis
Aerodynamic of all analysis
prototype
analysis is done
models
is done is using
done
using two
using
two methods;
finite
methods; one
element
one
aerodynamic
analysis
analytical with analysis.
approachactuation The
based structural
mechanism.
on thin analysis
Aerodynamic
airfoil theory, of all
andprototype
analysis
the other models
is
onedone is is done
using
numerically using
two finite
methods;
using element
XFOIL,one
analysis
analytical
analysis with
approach
with actuation
based
actuation mechanism.
on thin
mechanism. Aerodynamic
airfoil theory,
Aerodynamic and analysis
the
analysisother is
one
is done
done is using
numerically
using two
two methods;
using
methods; XFOIL,one
one
analytical
which
analytical approach
couples
approacha based
potential-flow
based on
on thin
panel
thin airfoil
airfoil theory,
method
theory,with and
and the
viscous
the other one
boundary-layer
other one is
is numerically
solver.
numerically using
A XFOIL,
comparison
using XFOIL,
which
analytical
which couples
approach
couples a
a potential-flow
based
potential-flow on thin panel
panel method
airfoil theory,
method with
with andviscous
the other
viscous boundary-layer
one is numerically
boundary-layer solver.
solver. A comparison
using
A XFOIL,
comparison
is done
which
is done on
couples
on the
the a basis of stress
potential-flow and
panel deformation
method with developed
viscous in various
boundary-layer parts of
solver.the A models.
comparison The
which
is done
results couples
on
show the abasis
that basis
the
of
of stress
potential-flow
stress
double
and
paneldeformation
and
corrugated method
deformation with
variable
developed
developed
camber
in
viscousmorphing
in various
boundary-layer
various parts
parts
configuration
of
solver.
of the
the Amodels.
can comparison
models.
take
The
The
more
is done
results
is doneshow on
show the
on load
thethat basis
the
basis of
of stress
double
stress and
corrugateddeformation
anddeformation.variable
deformation developed
camber
developed in
morphing various
in various parts
configuration
parts also of the
of the canmodels.
take
models. The
more
The
results
structural
results show that
that the
without
the double
harmful
double corrugated
corrugated variable
variable Thecamber
camber morphing
aerodynamic
morphing configuration
analysis
configuration can
shows
can take
that
take more
the
more
structural
results
structural show load
loadthat without
the
without harmful
double
harmful deformation.
corrugated variable
deformation. The
The aerodynamic
camber morphing
aerodynamic analysis
configuration
analysis also
also shows
can
shows that
take
that the
more
the
aerodynamic
structural
aerodynamic load efficiency
without
efficiency of
of double
harmful
double corrugated
deformation.
corrugated variable
The
variable camber
aerodynamic
camber morphing
analysis
morphing configuration
also shows
configuration is higher
that
is the
higher
structural to
aerodynamic
compared load without
efficiency
other ofharmful
double
configurations. deformation.
corrugated The aerodynamic
variable camber analysis
morphing also shows is
configuration that the
higher
aerodynamic
compared
aerodynamic to efficiency
other of double
configurations.
efficiency corrugated variable camber morphing
of double corrugated variable camber morphing configuration is higher configuration is higher
compared
compared to
to other
other configurations.
© 2018, IFAC
compared other configurations.
to (International Federation of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
configurations.
Keywords:
Keywords: Morphing
Morphing wing, corrugated
wing, corrugated core, core, compliant
compliant structure.
structure.
Keywords:
Keywords: Morphing wing, corrugated core, compliant structure.
Keywords: Morphing wing, corrugated core, compliant structure.
Morphing wing, corrugated core, compliant structure.
1. INTRODUCTION
1. INTRODUCTION Much of
Much of the the earlier
earlier studiesstudies have have beenbeen focused
focused on on the
the
1.
1. INTRODUCTION
INTRODUCTION Much
Much of
development
of
development the
the ofearlier
active
earlier studies
rotor
studies have
systems
have been
for
been focused
helicopters
focused on
and
on the
tilt
the
1. INTRODUCTION of theof
Much applications.
development
rotor of
active rotor
earlier
active studies
rotor
Yokozeki
systems
ethave
systems
for
been
for
al. (2006)
(2006)
helicopters
focused and
helicopters
proposed on
and
tilt
the
tilt
corru-
Improving performance of an aircraft is critical as it can development
rotor applications.
development of active
of active rotor
Yokozeki systems
et
rotor systems al. for helicopters
proposed
for helicopters and
and tilt
corru-
tilt
Improving performance of an aircraft is critical as it can rotor gated applications.
composites asYokozeki
candidate et al. (2006)
materials proposed
for flexiblecorru-
wing
Improving
reduce
Improving energyperformance
consumption,
performance of
of an
an aircraft
decrease
aircraft is
toxic
is critical as
emissions
critical as it
it can
and
can rotor
gated
rotor applications.
composites
applications. asYokozeki
candidate
Yokozeki et
et al.
al. (2006)
materials
(2006) proposed
for flexible
proposed corru-
wing
corru-
reduce
Improving energy consumption,
performance decrease toxic emissions and gated composites
structures in relation
relation as candidate
to the
the morphingmaterials
morphing for
aircraft flexible wing
technology.
reduce
noise
reduce
noise
energy
pollution,
energy
pollution, increaseofmaneuverability
consumption,
consumption,
increase
andecrease
aircraft toxic
maneuverability
decrease
is critical
toxic of the as
ofemissions
emissions
the
it and
can structures
aircraft.
and
aircraft.
gated
gated composites in
composites as
as candidate
to
candidate materials
materials for
aircraft flexible
for been
flexible wing
technology.
wing
reduce
noise energy
pollution, consumption,
increase decrease
maneuverability toxic ofemissions
the and
aircraft. structures
Various
structures
Various in
studies
in
studies relation
on
relation
on to
corrugated
to
corrugatedthe
the morphing
structure
morphing
structure aircraft
have
aircraft
have technology.
done
technology.
been done to
to
Modern
noise
Modern aerodynamic
pollution,
aerodynamic increase surfaces are rigid
maneuverability
surfaces are rigid structures
structures
of the with structures in relation to the morphing aircraft technology.
aircraft.
with
noise
Modern pollution,
aerodynamic increase maneuverability
surfaces are rigid of the
structures aircraft.
with Various
examine
Various
examine studies
the
studies
the on
mechanical
on
mechanical corrugated
corrugatedbehavior
behavior structure
of
structure
of have
corrugated
have
corrugated been
been done
done to
structure.
to
structure.
discrete
Modern
discrete sections
aerodynamic
sections which
which can
surfaces
can move
move arerelative
rigid
relative to each
structures other in
with Various studies on corrugated structure have been done to
Modern
discrete
order to aerodynamic
sections
alter the which surfaces
can
aerodynamic move are rigid to
relative
properties toof
each
structures
each
the
other
other in
with
in
surface.
examine
Kress
examine
Kress and
and
the
the mechanical
Winkler
mechanical
Winkler (2010)behavior
(2010) investigated
behavior
investigated
of
of corrugated
the
corrugated
the
structure.
equivalent stiff-
structure.
equivalent stiff-
discrete
order to sections
alter the which can
aerodynamic move relative
properties toof each
the other in
surface. examine
Kress
ness and
ofand the mechanical
Winkler (2010) behavior
investigated of corrugated
the structure.
equivalent stiff-
discrete
order
These
order
These
to sections
alter
aircrafts
to alter
aircrafts
the which
give
the
give highcan
aerodynamic
aerodynamic
high
moveproperties
aerodynamic
aerodynamic
relative
properties
toofeach
performance
of
performance
the
the
other
overinaa ness
surface.
surface.
over
Kress
Kressof aa corrugation
and
corrugation
Winkler
Winkler
using investigated
(2010)
using
(2010)
unit cell
unit cell analysis
investigated
analysis
the by curved
by curved stiff-
the equivalent
equivalent
shell
shell
stiff-
order
These to alter
aircrafts the
give aerodynamic
high aerodynamicproperties of
performance the surface.
over a ness
ness of
theory.
of
theory. aaDayyani
corrugation
Dayyani
corrugation et
et using
al. (2012)
using
al. (2012)unit
unit cell
cell analysis
investigated
analysis
investigated by
the
by
the curved
curved shell
mechanical
shell
mechanical
certain
These range and and for aa aerodynamic
limited set set ofofperformance
flight conditions.
conditions.
These aircrafts
certain
certain
Outside
range
aircrafts
range
give
give
thisand
of this
high
for
high
for
range,
limited
aerodynamic
aathese
limited
these set
systems of
flight
performance
canflight
over
overor
be conditions.
neutral
aa theory.
ness of aDayyani
behavior
theory.
behavior
corrugation
of corrugated
Dayyani
of et
corrugated
et
using
al.
al. (2012)
(2012)
unitinvestigated
composite cell analysis
using the
investigated
composite using
by curved
the
shell
mechanical
numerical and
mechanical
numerical and
certain
Outside
certain range
of
range and
and for
range,
for a limited
limited set
systems
set of
of canflight
be
flight conditions.
neutral
conditions. or theory.
behavior
analytical Dayyani
of et
corrugated
methods al.
and (2012) investigated
composite
compared withusing the mechanical
numerical
experimental and
data.
Outside of this range, these systems can be neutral or behavior
negatively
Outside
negatively
Outside of influence
this
this range,
influence
ofefficiency.
range,
thethese
the aerodynamics
systems
aerodynamics
these systems can
can
andbehence
and beon
hence
neutral
neutral
often
or
often behavior of
analytical
or analytical of corrugated
methods
corrugated
methods and
and
composite
compared
compositewith
compared with
using
using numerical
experimental
numericaldata.
experimental
and
and
data.
negatively
give lower
negatively influence
influence the
the aerodynamics
Researchers are
aerodynamics focusingand
and hence often
morphing
hence often analytical
A Fish methods
Bone Active and compared
Camber with
(FishBAC) experimental
concept data.
was
give lower
negatively efficiency.
influence Researchers
the way are
aerodynamics focusingand on morphing
hence analytical methods and
often A Fish Bone Active Camber (FishBAC) concept was
A Fish Bone Active compared
Camber with
(FishBAC) experimental
concept data.
give
give lower
technology
lower
technology efficiency.
as aa feasible
efficiency.
as Researchers
feasible
Researchers
way to are
to are focusing
enhance
focusing
enhance on
flight
on
flight morphing
efficiency
morphing
efficiency introduced by Woods and Friswell (2012). This was
model
give safety
lower efficiency. Researchers A
A Fish
Fish Bone
introduced by Active
Woods Camber
and (FishBAC)
Friswell (2012). concept
This was
model
technology
and
technology
and safety ofas
ofas aa feasible
aircrafts
feasible
aircrafts (Thill
(Thillway
way etto
et al.are
to
al.
focusing
enhance
(2008);
enhance
(2008);
on morphing
flight
Barbarino
flight
Barbarino efficiency
efficiency
et al. introduced
et al. represents
introduced
Boneaby Active
Woods
biological
by Woods
Camber
and
inspired
and
(FishBAC)
Friswell
compliant
Friswell (2012).
(2012).
concept
This
structure
This
was
model
which
model
technology
and safety ofas a feasible
aircrafts (Thillway et to
al. enhance
(2008); flight
Barbarino efficiency
et al. represents
introduced a biological
by Woods inspired
and compliant
Friswell (2012).structure
This which
model
(2011)).
and represents
sustains a
large, biological
continuous inspired
change compliant
in airfoil structure
airfoilstructure which
camber. which
Aero-
and safety
safety of
(2011)).
(2011)). of aircrafts
aircrafts (Thill
(Thill et et al.
al. (2008);
(2008); Barbarino
Barbarino et et al. represents
al. sustains
represents
sustains
aa biological
large,
large,
continuous
biological
continuous
inspired
change
inspired
change
compliant
in
compliant
in airfoil
camber.
structure
camber.
Aero-
which
Aero-
(2011)).
A morphing aircraft has the ability to change its geometry dynamic
sustains
dynamic studies
large,
studies are reported
continuous
are reported which
change
which in shows
airfoil
shows improvement
camber.
improvement in
Aero-
in
(2011)).
A morphing aircraft has the ability to change its geometry sustains
dynamic large,
studies continuous
are reported change
which inas airfoil
shows camber.
improvement Aero-
in
A morphing
during aircraft
flight.aircraft
It has
has hashas the ability to change its geometry the lift
dynamic
the to drag
lift tostudies ratio
drag ratio are of this
reported model
of this model which compared
shows
as to
improvement
compared NACA
to NACA in
A
A morphing
during flight.
morphing It
aircraft aa lot
has
lotthe of ability
of
the
advantages
advantages
ability to
to shape
such its
change
such
change
as improved
as
its
improved
geometry
geometry the dynamic
0012 lift to
airfoil studies
drag
withratioare
andreported
of this
without which
model
flaps.as shows improvement
compared to NACA in
during
aircraft
during flight. It
performance
flight. It has
has aby
a lot
lot of advantages
adjusting
of the
advantages such
such as improved
corresponding
as improved the
0012
the lift
lift to
airfoil
to drag
with
drag ratio
and
ratio of
of this
without
this model
flaps.
model as
as compared
compared to
to NACA
NACA
aircraft
during performance by adjusting the shape corresponding 0012 airfoil with and without flaps.
to flightflight.
aircraft
aircraft
It has
performance
profiles
performance andaby
by
lot
also of reduces
advantages
adjusting
adjusting the
the shapesuchcorresponding
structural
shape
asweight
improved 0012
0012 airfoil
by Schmitz andwith Horst and without
(2014) flaps.
investigated large bending
bending de-de-
to
to
flight
aircraft
flight
removing
profiles
performance
profiles
complex
and
and byalso
also
mechanism
reduces
adjusting
reducesofthe shape corresponding
structural
structural
ailerons and
weight by
corresponding
weight
flaps. by
In
Schmitz
Schmitz
airfoiland
and
with
Horst
Horst
and(2014)
without
(2014)
flaps.
investigated
investigated
large
large bending de-
to flight
removing profiles
complex and also
mechanism reducesof structural
ailerons and weight
flaps. by
In formations
Schmitz
formations and and
Horst fracture
(2014) mode of corrugated
investigated large composites.
bending de-
to flight
removing
recent
removing
profiles
years, focusand
complex
complex hasalso beenreduces
mechanism
mechanism onofof
structural
toailerons
morph small
ailerons and
small
and
weight
flaps. by
In
aircraft
flaps. In Schmitz
formations
A comparativeandand Horst
and
fracture
(2014)
fracture
wind tunnel
mode
mode
of corrugated
investigated
of
testing corrugated
of FishBAC
FishBAC
composites.
large bending de-
composites.
morphing
recent
removing years, focus
complex has been
mechanism on to morph
oftoailerons andthat aircraft
flaps. In A formations
A comparative and fracture
wind tunnel mode of
testing corrugated
of composites.
morphing
recent
(mostly
recent years,
unmanned
years, focus
focus has
aerial
has been
been on
vehicles,
on to morph
or
morphUAVs) small
small aircraft
allow
aircraft formations
comparative
wing and a and fracture
wind
conventional tunnel mode ofairfoil
testing
flapped corrugated
of FishBAC
has beencomposites.
morphing
reported
(mostly unmanned aerial vehicles,
on to or UAVs) thataircraft
allow wing A
recent years,
(mostly
changes
(mostly unmanned
in oneone
unmanned
focus has
or moreaerial
more
aerial
been vehicles,
geometrical
vehicles,
morph
or
or UAVs)
parameters
UAVs)
small
that
that allow
such as wing
allow A comparative
by
and
comparative
and
Woods
wind tunnel
aa conventional
al.wind
etconventional
(2014). tunnel testing
flapped
testing
flapped
The paper
of
of FishBAC
airfoil
airfoil
shows
has
FishBAC
has beenmorphing
anbeen
reported
morphing
reported
improvement
changes
(mostly in
unmanned or aerial geometrical
vehicles, or parameters
UAVs) that such as
allow wing
by and
Woods aetconventional
al. (2014). flapped
The paper airfoil
shows hasan been reported
improvement
changes
span,
changes in
chord
in one
one or
length,
or more
sweep
more geometrical
angle,
geometrical parameters
dihedral angle
parameters andsuch
such as
wing
as wing
by
in and
Woods
aerodynamic aetconventional
al. (2014).
efficiency flapped
The paper
inpaper airfoil
case of shows
of hasan
FishBAC been reported
improvement
morphing
span,
changes
span, chord
in
chord length,
one or
length, sweep
more
sweep angle,
geometrical
angle, dihedral angle
parameters
dihedral angle and
andsuchwing
as
wing by
in Woods
aerodynamic et al. (2014).
efficiency The in case shows an
FishBAC improvement
morphing
twist
span, (Bartley-Cho
chord et al. (2004)). by
in Woods
aerodynamic
wing. Yokozeki et al. et(2014).
efficiency
al. The
(2014) in paper
case
fabricated shows
of an
FishBAC
a improvement
variable morphing
camber
twist
twist chord length,
span, (Bartley-Cho
(Bartley-Cholength, et sweep
sweep
et al.
angle,
angle, dihedral
al. (2004)).
(2004)). dihedral angle angle andand wing
wing wing. in
in aerodynamic
Yokozeki etefficiency
aerodynamic
wing. Yokozeki et
al. (2014)
efficiency
al. (2014)
in case
in fabricated of
of FishBAC
case structure
fabricated
a variable
FishBAC
a variable
morphing
camber
morphing
camber
twist (Bartley-Cho et al. (2004)). morphing
wing. Yokozeki wing etusingal. corrugated with trailing
Different
Different morphingetconcepts
twist (Bartley-Cho
morphing concepts
al. (2004)). that are
that are studied
studied over over thethe morphing
wing.flap
morphing
edge Yokozeki wing
wing
section, etusing
usingal. (2014)
and
corrugated
(2014)
corrugated
fabricated
fabricated
demonstrated
aa variable
structure
structure
the
with
variable
with
actuation
camber
trailing
camber
trailing
of mor-
mor-
Different morphing concepts that are studied over the morphing wing using corrugated structure with
years havemorphing
Different
years have
Different
been summarized
been
morphing
summarized
concepts
concepts
in several
that
in
that
several
are
are
reviewover
studied
review
studied
papers
the
papers
over the
edge
edge
phing
flap section,
morphing
flap
wing wing
section,
by wind
and demonstrated
using
and corrugated
demonstrated
tunnel testing.
the actuation
structure
the with trailing
actuation
of
trailing
of mor-
years
(Chopra
years have(2000);been summarized
Barbarino et al. in
al. in several
(2011); review
Weisshaar papers
(2013)). edge
phing flap
wing section,
by wind and demonstrated
tunnel testing. the actuation of mor-
years have
(Chopra
(Chopra have(2000);
(2000);
been summarized
beenBarbarino
summarized
Barbarino
et
et al. in several
(2011);
several
(2011);
review
Weisshaar
Weisshaar
papers
review (2013)).
papers phing
(2013)).
edge flap
phing wing
wing
section,
by
by wind
wind
andtunnel
demonstrated
tunnel testing.
testing.
the actuation of mor-
(Chopra
(Chopra (2000);
(2000); Barbarino
Barbarino et al. (2011);
et al. (2011); Weisshaar
Weisshaar (2013)).
(2013)). phing wing by wind tunnel testing.
2405-8963 © 2018, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
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 5th International Conference on Advances in Control and
Optimization of Dynamical Systems D. Kumar et al. / IFAC PapersOnLine 51-1 (2018) 498–503 499
February 18-22, 2018. Hyderabad, India

Woods et al. (2015) incorporated a coupled fluid structure Rigid D-spar EMC skin Bending spine Tendons Corrugated sheet

interaction to calculate the deformed equilibrium configu- Y

ration, aerodynamic coefficients and actuation parameters

for FishBAC morphing wing. They presented that FSI X

analysis is capable of understanding and predicting the

behavior of FishBAC morphing airfoil concept. X=0 XS XE X=1

A variable camber morphing wing developed by Takahashi

et al. (2016) which is mainly composed of corrugated
structures. A morphing wing with both leading edge and
trailing edge morphing has been reported. The prototype
model is developed by considering finite element analysis
with actuation mechanisms and with aerodynamic analy-
sis. Wang et al. (2017) has developed analytical expression
of the coupling vertical deflection under extension load for
corrugated panels and verified the same with the FEM.
Corrugate structure composed of a wavy plate (see Fig. 1)
was proposed by Yokozeki et al. (2006) as a candidate
structure for morphing wings. When corrugated structures
are applied to wing structure in such a manner such that
corrugation is arranged in span direction it can withstand
large load such as lift fore in span direction. While in the
chord direction flexible deformation is possible because of
the large anisotropic stiffness property.
In this article, a double corrugated variable camber mor-
phing (DCVC) model is proposed for wing morphing.
Using double corrugation in the model will increase the
load bearing capacity of the model in span direction and
also will provide the smooth bidirectional actuation of the
morphing wing. The Structural and aerodynamic analysis
is done for all three configurations and the comparison is
done to find out the most feasible configuration.
irection
Stiffer D Fle
xib
le
Di
re
cti
on
Fig. 2. Morphing wing composed of double corrugated
structure with trailing edge morphing section and
bending spine (This is referred to as DCVC in the
text).
shown in Fig. 2. For smooth and continuous bending
deflection a high stiffness, antagonistic pair of tendons
are mounted. Equal and opposite displacements given to
the tendons will generate a bending moment on the rigid
trailing edge strip, which then induces bending of the
trailing edge morphing structure to create large changes
in airfoil camber.
3. STRUCTURAL ANALYSIS
Stress and deformation of the present morphing wing con-
figuration is numerically calculated using the commercial
FE software Abaqus. As the present wing configurations
are uniform in the span direction, a two-dimensional nu-
merical model is constructed. The material is assumed to
behave as linear elastic. Both upper and lower skins are
made up of elastomeric matrix composite. The corrugated
core and bending spines are made of acrylonitrile butadi-
ene styrene (ABS) plastic. The geometric parameters of
the models are presented in table 1.
Mten

Fig. 3. Representation of tendon and trailing edge bending.

For static analysis, the structures are discretize using 2-

Fig. 1. An example of corrugated sheet considered in this noded cubic beam elements in a plane (B23) for DCVC
study. model. All degrees of freedoms for the leading-edge end of
the morphing section were fixed. Concentrated moments
were then applied to the relevant location (Fig. 3) on the
2. DOUBLE CORRUGATED VARIABLE CAMBER trailing-edge end as required.
MORPHING WING CONCEPT
Table 1: Airfoil geometry parameters
Double corrugated variable camber (DCVC) morphing Parameter Value
wing model provides an alternative design for generating Baseline airfoil NACA-0012
large, bidirectional changes in airfoil camber. NACA 0012 Chord (c) 300 mm
airfoil is used as the baseline for the wing model. The rigid Start of morph (XS ) 105 mm
D-spar constitutes the fixed section which is 35% (xs ) of End of morph (XE ) 255 mm
the chord length and trailing edge morphing section is 85% Corrugated sheet thickness (tcs ) 0.8 mm
(xe ) of the chord length. The structure consists of a thin Skin thickness (tsk ) 1.5 mm
chord-wise bending beam spine which coincides with the Tendon offset (yten ) 4 mm
chord line of airfoil due to the symmetry. Tendon diameter (dten ) 0.7 mm
The core of morphing section is made of double corrugated Corrugated sheet modulus (Ecs ) 2.14 GPa
structure whose envelope coincides with the shape of Spine modulus (Ebs ) 2.14 GPa
airfoil (NACA 0012) and connected to a pre-tensioned Tendon modulus (Eten ) 131 GPa
Elastomeric Matrix Composite (EMC) skin surface as Skin modulus (Esk ) 4.56 MPa

531
5th International Conference on Advances in Control and
500
Optimization of Dynamical Systems D. Kumar et al. / IFAC PapersOnLine 51-1 (2018) 498–503
February 18-22, 2018. Hyderabad, India

3.1 Convergence study

FISHBAC
Computational cost and time play important role in choos- 0.6 MODEL-1

Stress In Skin (N/mm 2)

DCVC model
ing the type of element for numerical analysis. A conver- 0.5
gence study has been done for the 2D numerical static
analysis. The structures are modeled using 2-noded cubic 0.4
beam elements in a plane (B23). Convergence criteria is 0.3
given by (1) in which is the δ is the tolerance value for the
convergence which is selected as 1e − 4 and ui is the nodal 0.2
displacement. Fig. 4 shows the convergence study for the 0.1
DCVC model, results were plotted from element size 3 mm
to 0.25 mm descending order to achieve the convergence. 0
0 0.5 1 1.5 2 2.5
From the simulation, it is obtained that the required size of
Moment applied (N-mm)
element size for the convergence is 1 mm which takes more
computational time. However, the calculated tip defection (a)
tolerance value is less than selected value (1e − 4).

Stress In Corrugated sheet (N/mm 2)

ui+1 − ui 80
δ= (1) FISHBAC
ui MODEL-1
DCVC model
60
54.2
Tip displacement (mm)

40
54

53.8 20

53.6 0
0 0.5 1 1.5 2 2.5
53.4 Moment applied (N-mm)
(b)
3 2 1 0
Element size (mm) 100
FISHBAC
Tip Displacement (mm)

Fig. 4. Convergence study for DCVC model. Tip displace- 80

MODEL-1
DCVC model
ment plotted against element size.
60

3.2 Numerical Results 40

The stresses developed in corrugated structure and skin
for FishBAC model by Woods and Friswell (2012), sin-
gle corrugation variable camber model by Yokozeki et al.
(2014) (MODEL-1) and double corrugated variable cam-
ber (DCVC) model are obtained by FE analysis are com-
pared in Fig. 5. It can be seen in Fig. 5a and 5b that double
corrugated variable camber (DCVC) model can withstand
large stresses in the skin and corrugated structure as
compared to other two models before reaching allowable
stress (see table 2) limit of the corresponding materials.
Table 2: Allowable stress values for different materials in
the structure
Component material Allowable stress
Elastomeric matrix composite 0.29 MPa
Stringer 40 MPa
Among all three configurations, double corrugated variable
camber (DCVC) model can withstand more stress in
morphing skin compared to other models as shown in
Fig. 5a and have approximately equal tip displacement
as FishBAC model. So from the structural point of view
DVCV model is a good choice for morphing wing.
20
0
0 0.5 1 1.5 2 2.5
Moment applied (N-mm)
(c)
Fig. 5. Mechanical study under external moment load for
various configuration. (a) Stress developed in the skin
(b) Stress developed in the corrugated sheet (c)Tip
displacement.
4. AERODYNAMIC ANALYSIS
4.1 Analytical method based on thin airfoil theory
In this section, a simple aerodynamic model is used for the
calculation of lift coefficient based on thin airfoil theory.
For incompressible, inviscid flow, an airfoil section can
be modeled by a distribution of vortices along the mean
camber line (See Fig. 7). This is a standard potential flow
modeling technique which can give quick and reasonable
estimates of lift coefficient and moment coefficient. How-
ever, as it models inviscid flow, the drag coefficient cannot

532
 5th International Conference on Advances in Control and
Optimization of Dynamical Systems D. Kumar et al. / IFAC PapersOnLine 51-1 (2018) 498–503 501
February 18-22, 2018. Hyderabad, India

Substituting Eq 3 in Eq 2 and after simplification we get,

0.25 ∞
Fishbac dz �
0.2 Model-1 = (α − A0 ) + An cos nθ0 (5)
DCVC-model dx n=1
0.15

0.1

0.05
Mean camber line The solution for coefficients can now be obtained from
Eq 5, given by
y/c

-0.05 �π �π
1 dz 2 dz
-0.1 A0 = α − dθ0 An = cos nθ0 dθ0 (6)
-0.15
π dx π dx
0 0
-0.2

-0.25 Once the vorticity coefficients are found, the lift of a small
0 0.2 0.4 0.6 0.8 1
x/c element of the vortex line can be predicted from the Kutta-
Joukowski law. The complete lift force is then found by
Fig. 6. Deformed structural shapes of all configurations summing all elements of lift from leading to trailing edge.
with tendon moment (M = 1 N-m). �π
�
be estimated and also it is not applicable for higher angle L = ρV∞ dΓ =ρV∞ γ(θ) sin θdθ (7)
of attack. 0

In turn, Eq 7 leads to the lift coefficient in the form

z L
Cl = 1 2 = π (2A0 + A1 ) (8)
2 ρV∞ c(1)
Mean camber line, z = z(x)
Vorticity distribustion
s
θ After substituting the value of coefficients the equation
α
v∞
x becomes
0 c/2 c
�π
 
Chord line 1 dz
Cl = 2π α + (cos θ0 − 1) dθ0  (9)
π dx
Fig. 7. Placement of the Vortex sheet on camber line. 0

or
Governing equations: The fundamental equation of thin
airfoil theory is given by Eq 2, it is a statement that the Cl = 2π [α − αL=0 ] (10)
camber line is a streamline of the flow.
� � The integral term in Eq 9 is the negative of the zero-lift
1 γ(θ) sin θdθ
�
dz
= V∞ α − (2) angle αL=0 ; that is
2π cos θ − cos θ0 dx
�π
1 dz
The vortex distribution along the mean line forms a αL=0 = − (cos θ0 − 1) dθ0 (11)
continuous vorticity sheet. So rather than considering the π dx
0
strength of point vortices, we consider the strength of
the distribution per unit length, γ(s). The distribution 4.2 Comparison of Xfoil result with thin airfoil theory
function is assumed to take the following form. result
� ∞
�
1 + cos θ �
γ(θ) = 2V∞ A0 + An sin nθ (3) The variation of lift coefficient with angle of attack is
dx n=1 compared in Fig. 8 of Xfoil result with analytical result
for DVCV model. The results from thin airfoil theory for
This function is Glauert’s approximation and is based on
DCVC model (for tendon moment M=1 N-m) agrees well
Joukowski transformation results (A0 term) which mainly
with Xfoil data (Inviscid and incompressible flow). Since
covers the effect of angle of attack, plus a Fourier series
thin airfoil theory is applicable for small angle of attack,
variation (A1 terms) to account for camber. It automati-
so the variation in the plot start increasing with increase
cally obeys the Kutta condition with zero vorticity at the
in angle of attack
trailing edge. It is based on a mapped angular position (θ)
rather than an exact surface location (s) to allow for ease
of integration. The vorticity distribution is thus given as 4.3 Numerical method
a function of the angular variable (θ) which is related to
chord wise position x as follows, The aerodynamic coefficients are calculated numerically
c using XFOIL panel method code (Drela (1989)). The
x = (1 + cos θ) (4) code is based on potential theory with addition of viscous
2
boundary layer solver to predict the drag and flow separa-
where (c) is the chord length. Note that chord-wise posi- tion. XFOIL require the inputs as aerodynamic parameters
tion (x) is used instead of distance along the mean line (Angle of attack α, Reynolds number Re and Mach number
(s) for simplicity and is valid in cases where the camber Ma ) and the non-dimensionalized airfoil skin coordinates.
height is not too large. The deformed shapes of the morphing wing configurations

533
5th International Conference on Advances in Control and
502
Optimization of Dynamical Systems D. Kumar et al. / IFAC PapersOnLine 51-1 (2018) 498–503
February 18-22, 2018. Hyderabad, India

4 2
Xfoil
3 Analytical
1.5
2
Lift Coefficient

Lift Coefficient
1
1
0.5
0

-1 0
Fishbac
-2 -0.5 Model-1
DCVC model
-3
-15 -10 -5 0 5 10 -1
-20 -10 0 10 20
Angle of attack (deg)
Angle of attack (deg)
Fig. 8. Comparison of analytical lift coefficient with that (a)
of Xfoil results. The analysis is carried out assuming
0.2
thin airfoil theory. Fishbac
Model-1
obtained by FEA without aerodynamic forces are input to DCVC model
0.15

Drag Coefficient
the XFOIL.
The deformed shapes of all configurations obtained from
FE Analysis are compared in Fig. 6 for the applied tendon 0.1
moment M=1 N-m. As it can be seen that all wing surfaces
are smoothly curved and also model-1 is going much larger
deformation which will produce larger drag force. 0.05

4.4 Numerical results 0

-20 -10 0 10 20
The lift and drag coefficients response obtained from Angle of attack (deg)
XFOIL is shown in Fig. 9 for tendon moment M=1 N-m. (b)
It can be seen in Fig. 9a that lift produced by FishBAC
and DCVC model are almost same. Model-1 is producing 200
more lift but there is more drag produced (see Fig. 9b) Fishbac
Model-1
Aerodynamic efficiency

by Model-1 as compared to other two models. Also from 150 DCVC model
structural point of view Model-1 is not feasible. There is a
bubble in the lift generated near angle of attack α = 0. 100
The immediate cause of this is not known, but it was
found to be fairly repeatable. This sharp non-linearity in 50
the performance warrants further investigation.
0
The effect of lift and drag can be combined by plotting
lift-to-drag ratio (Aerodynamic efficiency) vs the angle of
-50
attack, as shown in Fig. 9c. For all configurations there
is a distinct peak in the plot across the angle of attack -20 -10 0 10 20
range. Note that DCVC model is having highest peak than Angle of attack (deg)
the other configuration. Because of larger deformation (see
Fig. 6), which produced more drag force in model-1, the (c)
peak is smaller. Fig. 9. Variation of aerodynamic coefficients with angle of
The effect of tendon moment on lift and drag at an angle attack (With tendon moment M = 1 N-m) : (a) Lift
of attack, α = 4◦ is shown in Fig. 10 for all configurations. coefficient (b) Drag coefficient and (c) Lift-to-Drag
Fig. 10a shows the diminishing returns in lift is achieved ratio.
with increase in tendon moment. Here also lift produced 5. CONCLUSION
by FishBAC and DCVC model are in near equivalence.
But drag produced is lesser in DCVC model as compared
to FishBAC and MODEL-1. In this study, Double corrugate variable camber (DCVC)
morphing wing configuration using corrugated structure
The relative aerodynamic performance of the configura- was proposed and a comparative study of three models
tions can be seen by overlaying the efficiency envelopes and FishBAC model, Model-1and DCVC model on the ba-
comparing the performance of each configuration. This is sis of structural and aerodynamic analysis is presented.
done in Fig. 10c, here DCVC model is having higher lift to Structural analysis is done using FEM and based on this
drag ratio for across applied tendon moment range, hence it is found that DCVC model is structurally more feasible.
DCVC model has superior aerodynamic performance com- For aerodynamic analysis thin airfoil theory and XFOIL
pared to other configurations. viscous panel-method code is used. The various results of

534
 5th International Conference on Advances in Control and
Optimization of Dynamical Systems D. Kumar et al. / IFAC PapersOnLine 51-1 (2018) 498–503 503
February 18-22, 2018. Hyderabad, India

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ACKNOWLEDGEMENTS Yokozeki, T., Sugiura, A., and Hirano, Y. (2014). De-
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The authors hereby acknowledges the funding obtained corrugated structure. Journal of Aircraft, 51, 1–7.
from DRDO (DRDO/DFTM/04/3304/PC/02/776/D (R&D))
through CoPT and ARDB (ARDB/01/1051810/M/I)
project.

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