Search Results (40)

To improve the continuous chordwise bending performance of morphing wings, this study proposes a rigid–flexible coupled wing rib structure and its control strategy. Initially, the optimal rigid–flexible hybrid configuration was optimized via the mean camber line parameterization and genetic algorithm. For the flexible segment, topology optimization was conducted using the load path method, followed by subspace-based shape–size alternating optimization; bionic “longbow” curved beams and ‘S’-shaped substructures were adopted to enhance deformability. Biomimetic pneumatic muscles were used as actuators, and a fuzzy-adjusted PI sliding mode controller was designed to address the issue that traditional PI sliding mode controllers cannot achieve precise control under non-optimal parameters or when there is a significant difference in deformation targets. Experimental results show that when the flexible rib deflects by 15°, the three-rib wing box achieves a 30° deflection, with stresses within the allowable limit of 7075Al-T6 (540 MPa) and a deformation error of only 7.6%. For the 15° downward bending control, the adjustment time is 6.06 s, the steady-state error is 0.19°, and the overshoot is 1.8%. This study verifies the feasibility of the proposed rigid–flexible coupled structure and fuzzy PI-SMC, providing a technical reference for morphing aircraft. Full article

The construction of long-span continuous steel truss rail-cum-road bridges for high-speed railways presents significant challenges, primarily due to structural complexity, stringent deformation tolerances, and intricate construction sequences. This paper presents a comprehensive construction control methodology developed and implemented for such bridges. Using a real-world bridge project in China as a case study, the methodology integrates mechanical analysis of key construction stages, deformation prediction, real-time monitoring, and adjustment techniques. Furthermore, the application of machine learning (ML) for camber prediction is explored. Key findings indicate that the longitudinal displacement (X-direction) of the top chord at the upper-deck closure segment is highly sensitive to temperature variations, with a differential of about 10–12 mm observed under a 15 °C temperature change. Consequently, closure welding is recommended near the design reference temperature, with field measurements guiding final fit-up adjustments. A comparative analysis between ML predictions and theoretical methods for member elongation revealed that the Extra Trees (ET) model and K-Nearest Neighbors (KNN) model achieved excellent accuracy, with errors within 2 mm, demonstrating the feasibility of ML-based camber setting. The proposed integrated approach, combining finite element analysis, real-time monitoring, and detailed sensitivity analysis of closure accuracy, proves effective in ensuring structural safety and meeting precise alignment requirements, particularly for high-speed railway track. The findings offer valuable insights for the construction control of similar long-span steel truss rail-cum-road bridges. Full article

A quasi-static FEM framework for wheel–rail contact is presented, aimed at large parametric analyses including independently rotating wheel (IRW) configurations. Unlike half-space formulations such as CONTACT, the FEM approach resolves global deformations and strongly non-Hertzian geometries while remaining computationally tractable through three key features: (i) a tailored mesh transition around the contact patch, (ii) solver settings optimized for frictional contact convergence, and (iii) an integrated post-processing pipeline for creep forces, micro-slip, and wear. The model is verified against CONTACT, an established surface-discretization reference based on the Boundary Element Method (BEM), demonstrating close agreement in contact pressure, shear stress, and stick–slip patterns across the Manchester Contact Benchmark cases. Accuracy is quantified using error metrics (MAE, RMSE), with discrepancies analyzed in high-yaw, near-flange conditions. Compared with prior FEM-based contact models, the main contributions are: (i) a rigid–flexible domain partition, which reduces 3D computational cost without compromising local contact accuracy; (ii) a frictionless preconditioning step followed by friction restoration, eliminating artificial shear-induced deformation at first contact and accelerating convergence; (iii) an automated selection of the elastic slip tolerance (slto) based on frictional-energy consistency, ensuring numerical robustness; and (iv) an IRW-oriented parametrization of toe angle, camber, and wheel spacing. The proposed framework provides a robust basis for large-scale studies and can be extended to transient or elastoplastic analyses relevant to dynamic loading, curved tracks, and wheel defects. Full article

This study investigates the long-term flexural performance of prestressed concrete double tees under sustained loading. Six full-scale specimens were subjected to a comprehensive experimental program, including a 320-day storage period following prestress release, a short-term flexural test, and a 990-day sustained loading phase. Mid-span deflections were measured using a string-line method, while the effective prestress in tendons was continuously monitored with fiber Bragg grating (FBG) sensors. Results showed a pronounced increase in camber during the storage phase, with long-term camber reaching approximately three times the initial value. Under short-term loading, the slabs exhibited a clear bilinear moment–deflection behavior. During sustained loading, most of the long-term deflection developed in the early stages, and an inverse relationship between load level and deflection growth was observed. Additionally, data from 20 short-term tests were compiled, and a bilinear stiffness model was proposed to estimate flexural stiffness in the cracked state. These findings contribute to a deeper understanding of long-term deformation in prestressed concrete double tees and provide reference data for serviceability evaluation and design refinement. Full article

The aim of this study is to establish an accurate calculation method for the deflection caused by the effect of pre-stress in a steel truss web–concrete composite girder bridge based on the energy variational principle, considering the influence of shear deformation and the shear lag effect of the steel truss web member on the accuracy of the deflection calculation. The pre-stress effect is determined by the equivalent load method, and the deflection analytical solution for a composite girder bridge under straight-line, broken-line, and curve pre-stressing tendon arrangements is established. The reliability of the formula is verified using ANSYS 2022 finite element numerical simulation. At the same time, the influence of shear deformation, the shear lag effect, and their combined (dual) effect on the deflection calculation accuracy is analyzed under different linear pre-stressed reinforcement arrangements and comprehensive arrangements of pre-stressed reinforcement. The analysis of the example shows that the analytical solution for the deflection of the steel truss web–concrete composite beam, when considering only the shear deformation and the dual effect, is more consistent with the finite element numerical solution. The shear deformation of the steel truss web member under the eccentric straight-line arrangement alone does not cause additional deflection, and the additional deflection caused by the shear lag effect can be ignored. The influence of shear deformation on deflection is higher than that of the shear lag effect. The contribution ratio of the additional deflection caused by the dual effect is greater than 14%, and the influence of the dual effect on deflection is more obvious under a broken-line arrangement. Under the comprehensive arrangement of pre-stressing tendons, the contribution rate of shear deformation to the total deflection is about 3.5 times that of shear lag. Compared with the deflection value of the primary beam, the mid-span deflection is increased by 3.0%, 11.0%, and 13.9% when only considering the shear lag effect, only considering shear deformation, and considering the dual effect, respectively. Therefore, shear deformation and the shear lag effect should be considered when calculating the camber of a steel truss web–concrete composite girder bridge to improve the calculation accuracy. Full article

The bistable laminated structure is widely used in many fields due to its unique deformation characteristics. In practical engineering, laminates under different structural constraints will exhibit different steady-state deformation characteristics. This study proposes a novel bistable laminated structure based on applying a variable-stiffness design to the deformation element. By adjusting the laying area of the metal layer in the variable-stiffness zone, the out-of-plane deformation and local curvature distribution can be changed to better meet application requirements. This study adopts the finite element numerical simulation method to systematically investigate the influence of geometric parameters, the proportion of metal layer edge length, and the number of layers on the deformation performance of bistable laminates. Considering the design of a flexible bistable variable-camber wing, the variable-stiffness design proposed in this study was adopted to coordinate the curvature distribution of laminates, making the cambered airfoil of the wing more uniform and smoother and improving aerodynamic efficiency. The research results not only provide new ideas for designing bistable laminates under complex constraints but also offer design references for the lightweight optimization and aerodynamic performance improvement of bistable morphing wings. Full article

Multi-functionality and high mission adaptability are important trends in the development of future aircrafts. Trans-domain aircraft, with their unique take-off and landing capabilities and cross-medium capability, have significant potential in the field of emergency rescue, marine monitoring and tourism. Trans-domain aircraft will meet various flight conditions in different domains. Therefore, the design of wing structures must consider the mechanical effects of different media on the aircraft. In the current study, a fishbone variable camber wing is proposed based on the concept of a camber morphing wing. The relationship between the actuation force and the trailing edge deflection is analyzed using the fluid–structure interaction. The flight performance of the flight conditions including cruise or climb underneath and cruise above the water can also be evaluated in the design iteration since the load-carrying capability can be satisfied and the structural deformation of the fluid loads and the actuators is taken into account. Finite element analysis is also employed for the structural verification. Finally, a structural model is manufactured, which is tested above and under water by measuring the trailing edge deflection using the digital image correlation technology. Full article

By changing the aerodynamic shape of the trailing edge of its wing, an aircraft can achieve lift and drag reduction during takeoff and landing and continuously achieve better aerodynamic efficiency while cruising, which plays an important role in the whole flight process and has always been a research hotspot in the field of aviation structure. Firstly, the principle scheme of wing trailing edge deformation based on a two-stage multi-link mechanism was designed and realized, and then the mechanical structure was designed in a way that ensured the machining feasibility of the prototype. Secondly, a control system scheme was designed to realize synchronous and differential deformation movement of single and double mechanisms. Finally, power drive device selection and prototype manufacturing verification were carried out. The experiments show that the designed and manufactured variable camber wing trailing edge prototype can achieve two modes of wing trailing edge deformation, namely the overall deflection of the variable camber wing trailing edge +5°~−20° and the wing tip deflection +10°~−10°. The deformation error is measured within 5%. Full article

An important question for turbomachine designers is how to deal with blade and flowpath geometric variabilities stemming from the manufacturing process or erosion during the component lifetime. The challenge consists of identifying where stringent manufacturing tolerances are absolutely necessary and where looser tolerances can be used as some geometric variations have little or no effects on performance while others do have a significant impact. Because numerical simulations based on Reynolds-averaged Navier–Stokes (RANS) equations are computationally expensive for a stochastic analysis, an alternative approach is proposed in which these simulations are complemented by cheaper through-flow simulations to provide a finer exploration of the range of variations, in particular in the context of robust design. The overall goal of the present study is to evaluate the adequacy of a viscous time-marching through-flow solver to predict geometric variability effects on compressor performance and, in particular, to capture the main trends. Although the computational efficiency of such a low-fidelity solver is useful for parametric studies, it is known that the involved assumptions and approximations associated with the through-flow (TF) approach introduce errors in the performance prediction. Thus, we first evaluate the model with respect to its underlying assumptions and correlations. To accomplish this, TF simulations are compared to RANS simulations applied to a modern low-pressure compressor designed by Safran Aero Boosters. On the one hand, the TF simulations are fed with the exact radial distribution of the correlation parameters using RANS input data in order to isolate the modeling error from correlation empiricism. Moreover, in the context of multi-fidelity optimization, such distributions can be predicted using the more detailed RANS simulations that are performed on selected operating points. On the other hand, correlations from the literature are assessed and improved. It is shown that the solver provides realistic predictions of performance but is highly sensitive to the underlying correlations. Then, two modeling aspects linked to the blade leading edge, namely incidence correction and camber line computation, are discussed. As geometric variability precisely at the blade leading edge has a significant impact on the performance, we assess how these two aspects influence the variability propagation in this region. Moreover, we propose a strategy to mitigate these model uncertainties, and geometric variabilities are introduced at the blade leading edge in order to quantify the resulting variation in performance. Finally, within the scope of this preliminary study, perturbations of the three-dimensional position of undeformed stator blades and deformations of the hub and shroud contours are introduced one factor at a time per simulation. Their range is defined based on the tolerance limits typically imposed in the industry and on observed manufacturing variability. It is found that the through-flow model broadly provides realistic predictions of performance variations resulting from the imposed geometric variations. These results are a promising first step towards the use of the through-flow modeling approach for geometric uncertainty quantification. Full article

A time-stepping, lifting-line solution algorithm for the prediction of the unsteady aerodynamics of morphing wings is presented. The velocity induced by the wake vorticity is determined through a free-wake vortex-lattice model, whereas the Küssner and Schwarz’s unsteady airfoil theory is used to evaluate the sectional loads, and the generalized aerodynamic loads related to body deformation including camber morphing. The wake vorticity released at the trailing edge derives from the bound circulation and is convected downstream as a vortex ring to form the vortex-lattice wake structure. The local bound circulation is obtained by the application of the Kutta–Joukowski theorem extended to unsteady flows. The accuracy of the loads predicted by the proposed solver is assessed by comparison with the predictions obtained by a three-dimensional boundary-element-method solver for potential flows. The two sets of results agree very well for a wide range of reduced frequencies. Full article

Morphing wing technology is crucial for enhancing the flight performance of aircraft. To address the monitoring challenges of full-scale variable-camber leading edges under flight conditions, this study introduces a ground-based strength testing technique aimed at precisely evaluating the deformation patterns and structural strength during actual operation. Firstly, the motion characteristics of the variable-camber leading edge were analyzed using numerical simulation based on kinematic theory. Secondly, a tracking loading test rig was designed and constructed to simulate the actuated deformation and aerodynamic loads of the leading edge. Next, mechanical boundary numerical simulation was then utilized to predict the motion trajectories of loading points on the upper and lower wing surfaces, and a multi-point coordinated control system was developed to achieve accurate experimental control. Finally, a multi-sensor iterative method was employed to ensure loading precision throughout the testing process. A case study was conducted using a leading edge test piece from a specific commercial aircraft. The results indicated that in the motion test of the variable-camber leading edge, the average error of the deflection angle was 4.59%; in the strength test, the average errors in the magnitude and direction of the applied load were 0.54% and 0.24%, respectively. These findings validate the effectiveness of the proposed technique in simulating the flight conditions of deforming wings and accurately obtaining the leading edge shape change curve, deformation accuracy curve, and strain curves of the upper and lower wing surfaces under deflection angles. Furthermore, this paper compares the deformation accuracy of different testing methods under test conditions, providing scientific evidence and technical support for the testing and evaluation of variable-camber leading edges. Full article

In this study, the aerodynamic performance of a cambered wind turbine airfoil with a partially flexible membrane material on its suction surface was examined experimentally across various angles of attack and Reynolds numbers. It encompassed physical explanation at the pre/post-stall regions. The results of particle image velocimetry revealed that the laminar separation bubble was diminished or even suppressed when a local flexible membrane material was employed on the suction surface of the wind turbine blade close to the leading edge. The results of the deformation measurement indicated that the membrane had a range of flow modes. This showed that the distribution of aerodynamic fluctuations due to the presence of LSB-induced vortices was reduced. This also led to a narrower wake region occurring. Aerodynamic performance improved and aerodynamic vibration significantly lowered, particularly at the post-stall zone, according to the results of the aerodynamic force measurement. In addition to the lift force, the drag force was enormously reduced, corroborating and matching well with the results of PIV and deformation measurements. Consequently, significant benefits for a turbine blade were notably observed, including aerodynamic performance enhancement, increased aerodynamic power efficiency, and reduced aerodynamic vibration. Full article

The flapping wings of insects undergo large deformations caused by aerodynamic forces, resulting in cambering. Insect-mimetic micro wings for flapping-wing nano air vehicles mimic these characteristic deformations. In this study, a 2.5-dimensional insect-mimetic micro wing model for flapping-wing nano air vehicles is proposed to realize this type of wing. The proposed model includes a wing membrane, a leading edge, a center vein, and a root vein, all of which are modeled as shell elements. The proposed wing is a 2.5-dimensional structure and can thus be fabricated using polymer micromachining. We conducted a design window search to demonstrate the capabilities of the wing. The design windows, which are areas of desirable design solutions in the design parameter space, are iteratively searched using nonlinear finite-element analysis under quasi-steady aerodynamic modeling. Here, thickness is selected as a design parameter. The properties of real insects, polymer materials, and fabrication conditions are used to determine the other parameters. A fabricable design solution that generates sufficient camber is found from the design windows. Full article

The influence of trailing edge deformation on the aerodynamic characteristics of camber morphing wings is an important topic in the aviation field. In this paper, a new memory alloy actuator is proposed to realize trailing edge deformation, and computational fluid dynamics (CFD) and wind tunnel experiments are used to study the influence of trailing edge deformation on the aerodynamic characteristics of the camber morphing wings. The experiments was carried out in a transonic wind tunnel with Mach numbers ranging from 0.4 to 0.8 and angles of attack ranging from 0° to 6°. The external flow fields and aerodynamic force coefficients with and without deformation were calculated using the CFD method. A loose coupled method based on data exchange was used to achieve a fluid–structure interaction (FSI) analysis. The research results indicate that when the trailing edge is deflected downwards, the phenomenon of shock wave forward movement reduces the negative pressure area on the upper wing surface, increases the pressure on the lower wing surface, and ultimately increases the total lift. This work provides a new approach for the implementation of trailing edge deformation and a powerful data reference for the design of camber morphing wings. Full article

It is still unclear how elastic deformation of flapping insect wings caused by the aerodynamic pressure results in their significant cambering. In this study, we present that a vein–membrane interaction (VMI) can clarify this mechanical process. In order to investigate the VMI, we propose a numerical method that consists of (a) a shape simplification model wing that consists of a few beams and a rectangular shell structure as the structural essence of flapping insect wings for the VMI, and (b) a monolithic solution procedure for strongly coupled beam and shell structures with large deformation and large rotation to analyze the shape simplification model wing. We incorporate data from actual insects into the proposed numerical method for the VMI. In the numerical analysis, we demonstrate that the model wing can generate a camber equivalent to that of the actual insects. Hence, the VMI will be a mechanical basis of the cambering of flapping insect wings. Furthermore, we present the mechanical roles of the veins in cambering. The intermediate veins increase the out-of-plane deflection of the wing membrane due to the aerodynamic pressure in the central area of the wing, while they decrease it in the vicinity of the trailing edge. As a result, these veins create the significant camber. The torsional flexibility of the leading-edge veins increases the magnitude of cambering. Full article