Design and Analysis of a Telescopic Wing Made of Composite Material

8/9/2019 Design and Analysis of a Telescopic Wing Made of Composite Material

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DESIGN AND ANALYSIS OF A TELESCOPIC WING

MADE OF COMPOSITE MATERIAL

Unnikrishnan V Arun Roy Chirayath Akshay Rohith Sha

The development of morphing wing technologies for flight regime

adaptation has received great interest from Researchers and engineers in thepast years. This report in one such research where we have designed a morphing

wing structure to our aircraft to adaptive mechanisms and structures. Our report

deals with developing an aircraft with a morphing wing in a highperformance

aircraft that can operate efficiently in multiple flight conditions !y changing its

e"ternal shape. #orphing can encompass many aspects of the aircraft design$

including the location$ shape$ area and angle of the wings$ tail or fuselage. This

new concepts and technology has developed and enhance the overall flight

performance of aircraft$ ena!ling new approaches to the design of aircraft and

improving multimission fle"i!ility.

MORPHING

#orphing changing ones imageinto another through a seamless

transition. #orphing is generally achieved using either smart materials

%materials which have one or more properties that can !e significantly changed$

in a controlled manner$ !y e"ternal stimuli&$ or structural morphing.

The Morphing Aircraft Proect !"##$%"##&'

The morphing aircraft pro'ect at the University of (ristol was funded !y the)uropean Commission through a #arie Curie )"cellence *rant. The pro'ect
http://en.wikipedia.org/wiki/Imagehttp://en.wikipedia.org/wiki/Image


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took a systems view of morphing aircraft structures and considered the

structural design$ airflow$ structural dynamics$ flight control system$ aero servo

elasticity$ and sensors and actuators. All these areas interact e"tensively$ for

e"ample designing how the structure changes shape is critically dependent on

the aerodynamic loads and the re+uired flight control. ,hile each topic is a

huge area in its own right$ a systems approach is the only appropriate way

forward. There were five ma'or topics of interest-

Active winglets as multia"is effectors

#ultista!le composite structures

Aeroelastic tailoring

Compliant mechanisms and

/light mechanics of fle"i!le aircraft.

O()ECTI*E AND SCOPE OF THE PRO)ECT

The literature study of the pro'ect through some of the resent designs

shows that the morpha!le wing having more scope in the fields of improved

aircraft performance for e"tent its flight envelope$ e"tent performance reduced

drag$ vi!ration and improved range. #orphing changing ones imageinto

another through a seamless transition. #orphing is generally achieved using

either smart materials %materials which have one or more properties that can !e

significantly changed$ in a controlled manner$ !y e"ternal stimuli&$ or structural

morphing. And here we are using the composite material as the material for the

wing design$ large deformations of the morphing aircraft the orthotropic

properties of composite material is used.
http://en.wikipedia.org/wiki/Imagehttp://en.wikipedia.org/wiki/Image


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E+terna, te,e-coping .ing -ection .ith rectang/,ar p,atfor0

This concept involves rectangular in!oard and out!oard wing sections as

shown in /igure$ allowing for uniform cross sections within each wing segment.

The out!oard section must have a hollow cross section to allow the out!oard

section to slide over the in!oard section. This will reduce the wing structural

weight in the out!oard section$ !ut will also result in the out!oard section

having a greater chord than the in!oard section. Conse+uently$ the taper ratio for

the entire wing would !e greater than one$ resulting in increased lift generation

at the wingtip.

/ig 01

Interna, te,e-coping .ing -ection .ith rectang/,ar p,atfor0

This concept involves rectangular in!oard and out!oard wing sections

shown in /igure$ allowing for uniform cross sections within each wing segment.

The in!oard section must have a hollow cross section for the ma'ority$ if not the


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entire$ in!oard span. This arrangement allows the out!oard section to retract

within the in!oard section and gives the overall wing platform a taper ratio of

less than one due to the reduction of chord !etween the in!oard and out!oard

sections re+uired for structural supports. The hollow cross section of the in!oard

wing will result in reduced structural integrity.

/ig 00

Tapere1 in2oar1 p,atfor0 .ith interna, te,e-coping rectang/,ar

.ing tip

This concept involves a tapered in!oard section and a rectangular

out!oard wing section as shown in /igure$ re+uiring varying cross sections

within the in!oard wing segment. The in!oard section must have a hollow cross

section for the ma'ority$ if not the entire$ in!oard span. This arrangement allowsthe out!oard section to retract within the in!oard section and gives an overall

wing platform taper ratio of less than one. The hollow cross section of the

in!oard wing will result in reduced structural integrity. 2owever$ the increased

root chord will improve the structural integrity of the wing. This wing will not

!enefit from the usual structural !enefit of reducing weight towards the wing tip

due to the structural reinforcement re+uired for the telescoping out!oard

section.


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/ig 03

Wing 0echani-0

The wing mechanism conceptual design involved the development of the

support structure for the out!oard wing which involved the use of guide rails

and rollers.

Rai,-The choice of a mechanism that e"tends and retracts the wings and tail

re+uires the use of a set of guide rails. (oth s+uare crosssection rails and

circular crosssection rails were investigated. S+uare cross section rails provided

an increased likelihood of the rails sei4ing under load if the rails were slightly

misaligned. Additionally$ it was found that s+uare crosssection material was

more difficult to source$ which would make the procurement of the componentsmore difficult. 2ence$ two circular cross section rails were chosen for the

design$ as this configuration uses readilyavaila!le components and has the

highest pro!a!ility of success. The twin rail design is shown in /igure.


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using only one set of rollers on each in!oard wing tip ri!$ was chosen for the

final design for simplicity$ ease of access and reduced weight.

/ig 07

/ig 08


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Rac3 an1 pinion

The rack and pinion concept for the wing can !e seen in /igure$ and the

rack and pinion concept for the tail can !e seen in /igure. A rack and pinion

meets the system re+uirements and re+uires low maintenance. 2owever$ the

mechanism is heavy$ and procurement of the materials and components re+uired

to manufacture a custom mechanism would !e difficult.

/ig 09

Winch

A winch is a mechanical device that is used to e"tend$ retract or ad'ust thetension of a rope$ wire or ca!le. The winch concept for the wing can !e seen in


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/igure and the winch concept for the tail can !e seen in /igure. A winch is

cheap to manufacture$ meets system re+uirements$ utilises components and

materials that are readily availa!le$ is easy to maintain and is simple. 2owever$

a winch system is heavy$ as it re+uires a large rope$ wire or ca!le running the

full span of each wing and the full length of the fuselage.

/ig 0:

Pne/0atic-

;neumatics involves the use of pressuri4ed gas to create mechanical

motion. The pneumatic concept for the wing can !e seen in /igure$ and thepneumatic concept for the tail can !e seen in /igure. A pneumatic system meets

the system re+uirements$ re+uires minimal maintenance and is relia!le.

2owever$ a pneumatic system is e"pensive$ difficult to integrate$ e"ceedingly

heavy and comple" to operate.


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/ig 0URA?U#6@ %aluminium$

copper %0.5&$ magnesium %3.


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aluminium in air!orne craft. The casing of the first Soviet satellite was made of

aluminium alloys. The !ody casing of American AvantgardeB and TitanB

rockets used for launching the first American rockets into the or!it$ and later on

D spaceships$ was also made of aluminium alloys. They are used for

manufacturing various components of spaceship e+uipment- !rackets$ fi"tures$

chassis$ covers and casing for many tools and devices.

3"""$ 5"""$ 8"""$ 9"""$ and :""" series alloys are widely used in

aviation. The 3""" series is recommended for operation at high working

temperatures and with high destruction viscosity rates. :""" series alloys D for

operation at lower temperatures of highlyloaded parts and for parts with high

resistance to corrosion under stress. /or less loaded components$ 5"""$ 8"""$

and 9""" series alloys are used. They are also used in hydraulic$ oil and fuel

systems.

Aluminium alloys have a certain advantage for creating space e+uipment

units. 2igh values of specific strength and the specific rigidity of the material

ena!led the tanks$ intertank and casing of the rocket to !e manufactured with

high longitudinal sta!ility. The advantages of aluminium alloys also include

their high performance under cryogen temperatures in contact with li+uid

o"ygen$ hydrogen$ and helium. The socalled cryogen reinforcement happens in

these alloys$ i.e. the strength and fle"i!ility increase parallel to the decreasingtemperature.

)ngineers and manufacturers never cease to study the properties of

aluminium$ developing more and more new alloys for construction of aircraft

and spaceships. ,ho knows$ may!e$ what the modern sciencefiction !ooks

write a!out will !e realised very soon.


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COMPOSITE MATERIAL5%

Composite materialsare widely used in the Aircraft 6ndustry and have

allowed engineers to overcome o!stacles that have !een met when using the

materials individually. The constituent materials retain their identities in the

composites and do not dissolve or otherwise merge completely into each other.

Together$ the materials create a Ehy!ridE material that has improved structural

properties.

The development of lightweight$ hightemperature resistant composite

materials will allow the ne"t generation of highperformance$ economical

aircraft designs to materiali4e. Usage of such materials will reduce fuel

consumption$ improve efficiency and reduce direct operating costs of aircrafts.

Composite materials can !e formed into various shapes and$ if desired$

the fi!res can !e wound tightly to increase strength. A useful feature of

composites is that they can !e layered$ with the fi!res in each layer running in a

different direction. This allows an engineer to design structures with uni+ue

properties. /or e"ample$ a structure can !e designed so that it will !end in one

direction$ !ut not another

A6iation an1 Co0po-ite-

Composite materials are important to the Aviation 6ndustry !ecause they

provide structural strength compara!le to metallic alloys$ !ut at a lighter weight.

This leads to improved fuel efficiency and performance from an aircraft.

The Ro,e of Co0po-ite- in the A6iation In1/-tr7
http://en.wikipedia.org/wiki/Composite_materialhttp://en.wikipedia.org/wiki/Composite_material


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/i!reglass is the most common composite material$ and consists of glass

fi!res em!edded in a resin matri". /i!reglass was first used widely in the 0=81s

for !oats and automo!iles. /i!reglass was first used in

the (oeing:1:passenger 'et in the 0=81s$ where it comprised a!out two

percent of the structure. )ach generation of new aircraft !uilt !y (oeing had an

increased percentage of composite material usage the highest !eing 81

composite usage in the yetto!ereleased :reamliner.

(oeing 8&8 Drea0,iner

(oeingEs :reamliner will !e the first commercial aircraft in which

ma'or structural elements are made of composite materials rather than

aluminum alloys.F7GThere will !e a shift away from archaic fi!reglass

composites to more advanced car!on laminate and car!on sandwich composites

in this aircraft. ;ro!lems have !een encountered with the >reamlinerEs wing

!o"$ which have !een attri!uted to insufficient stiffness in the composite

materials used to !uild the part. This has lead to delays in the initial delivery

dates of the aircraft. 6n order to resolve these pro!lems$ (oeing is stiffening the

wing !o"es !y adding new !rackets to wing !o"es already !uilt$ while

modifying wing !o"es that are yet to !e !uilt.

Te-ting of Co0po-ite Materia,-

6t has !een found difficult to accurately model the performance of a

compositemade part !y computer simulation due to the comple" nature of the

material. Composites are often layered on top of each other for added strength$

!ut this complicates the premanufacture testing phase$ as the layers are oriented

in different directions$ making it difficult to predict how they will !ehave when

tested.
http://en.wikipedia.org/wiki/Boeinghttp://en.wikipedia.org/wiki/Boeing_707http://en.wikipedia.org/wiki/Boeing_787http://www.appropedia.org/Composites_in_the_Aircraft_Industry#cite_note-F-3http://en.wikipedia.org/wiki/Boeinghttp://en.wikipedia.org/wiki/Boeing_707http://en.wikipedia.org/wiki/Boeing_787http://www.appropedia.org/Composites_in_the_Aircraft_Industry#cite_note-F-3


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#echanical stress tests can also !e performed on the parts. These tests start with

small scale models$ then move on to progressively larger parts of the structure$

and finally to the full structure. The structural parts are put into hydraulic

machines that !end and twist them to mimic stresses that go far !eyond worst

e"pected conditions in real flights.


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Factor- of Co0po-ite Materia, 4-age

,eight reduction is the greatest advantage of composite material usage

and is one of the key factors in decisions regarding its selection. Other

advantages include its high corrosion resistance and its resistance to damage

from fatigue. These factors play a role in reducing operating costs of the aircraft

in the long run$ further improving its efficiency. Composites have the advantage

that they can !e formed into almost any shape using the moulding process$ !ut

this compounds the already difficult modelling pro!lem.

A ma'or disadvantage a!out use of composites is that they are a relativelynew material$ and as such have a high cost. The high cost is also attri!uted to

the la!our intensive and often comple" fa!rication process. Composites are hard

to inspect for flaws$ while some of them a!sor! moisture. )ven though it is

heavier$ aluminum$ !y contrast$ is easy to manufacture and repair. 6t can !e

dented or punctured and still hold together. Composites are not like this if they

are damaged$ they re+uire immediate repair$ which is difficult and e"pensive.

F/e, Sa6ing- .ith Re1/ce1 Weight

/uel consumption depends on several varia!les$ including- dry aircraft

weight$ payload weight$ age of aircraft$ +uality of fuel$ air speed$ weather$

among other things. The weight of aircraft components made of composite

materials is reduced !y appro"imately 31$ such as in the case of the :reamliner.


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Mo1e,,ing of the .ing /-ing CATIA

Intro1/ction to CATIA

CAT6A!Computer Aided Threedimensional 6nteractive Application'is a

multiplatform CA>HCA# commercial software suite developed !y the /rench

company >assault Systemes and marketed worldwide !y 6(#. ,ritten in

the CIIprogramming language$ CAT6A is the cornerstone of the >assault

Systemes product lifecycle management software suite. The software was

created in the late 0=:1s and early 0=assaultEs #irage fighter

'et$ and then was adopted in the aerospace$ automotive$ ship!uilding$ and other

industries.

6nitially named CAT6 %Conception AssistJe Tridimensionnelle

6nteractive K /rench for 6nteractive Aided Threedimensional >esign& it was

renamed CAT6A in 0=assault created a su!sidiary to develop and sell

the software$ and signed a none"clusive distri!ution agreement with 6(#.

Commonly referred to as 5> ;roduct ?ifecycle #anagement software

suite$ CAT6A supports multiple stages of product development$ from

conceptuali4ation$ design %CA>&$ manufacturing %CA#&$ and engineering

%CA)&.

CAT6A can !e customi4ed via application programming interfaces %A;6&.

V7 can !e adapted in the /ORTRA@ and C programming languages under an

A;6 called CAA %Component Application Architecture&. V8 can !e adapted via

the Visual (asic and CII programming languages$ an A;6 called CAA3 or

CAA V8 that is a component o!'ect model %CO#&like interface.


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CATIA in aero-pace

The (oeing Company used CAT6A V5 to develop its ::: airliner$ and is

currently using CAT6A V8 for the :assault SystemesE 5> ;?# products K CAT6A$ >)?#6A$

and )@OV6A ?CA K supplemented !y (oeing developed applications.

The development of the 6ndian ?ight Com!at Aircraft has !een using

CAT6A V8.Chinese Lian M2:A is the first aircraft developed !y CAT6A V8$

when the design was completed on Septem!er 39$ 3111. )uropean aerospace

giant Air!us has !een using CAT6A since 3110. Canadian aircraft

maker (om!ardier Aerospace has done all of its aircraft design on CAT6A. The

(ra4ilian aircraft company$ )#(RA)R$ use Catia V7 and V8 to !uild all

airplanes. Vought Aircraft 6ndustries use CAT6A V7 and V8 to produce its parts.

The (ritish 2elicopter company$ ,estland$ use CAT6A V7 and V8 to

produce all their aircraft. ,estlands is now part of an 6talian company called

/inmeccanica the 'oined company calls themselves Agusta,estland. The main

supplier of helicopters to the U.S #ilitary forces$ Sikorsky Aircraft Corp$ uses

CAT6A as well.

,e decided to use CAT6A version !ecause of its simplicity and user

friendly options$ compared with other softwareBs CAT6A is easy and more

advanced it is specially designed software for aerospace applications.

The 2a-ic re9/ire0ent- to 1e-ign a .ing -ection

Airfoil coordinates


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,ing span

Chord length

Ri! thickness $ num!er of ri!s

Spar thickness $ chordwise location

Stringer thickness$ num!er of stringers at top and !ottom

Spar

A !eam in wing placed in the direction of the wing span that provides

strength to the wing !y preventing !ending loads from !reaking the wing. 6n

a fi"edwing aircraft$ the spar is often the main structural mem!er of the wing$

running spanwise at right angles to the fuselage. The spar carries flight loads

and the weight of the wings whilst on the ground. Other structural and

forming mem!ers such as ri!s may !e attached to the spar or spars$

with stressed skin construction also sharing the loads where it is used. There

may !e more than one spar in a wing or none at all. 2owever$ where a single

spar carries the ma'ority of the forces on it$ it is known as the main spar. The

wing spar provides the ma'ority of the weight support and dynamic load

integrity of cantilever monoplanes$ often coupled with the strength of the wing

E>E !o" itself. Together$ these two structural components collectively provide the

wing rigidity needed to ena!le the aircraft to fly

safely. (iplanes employing flying wires have much of the flight loads

transmitted through the wires and interplane struts ena!ling smaller section and

thus lighter spars to !e used.

Ri2-


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,e have seen that the spars are the spanwise mem!ers while the ri!s are

chordwise mem!ers. 6t transmits the loads to the main spar elements$ and it

makes the wing shape$ !ecause ri!s are having airfoil shape there are several

types of ri!s are availa!le for wing construction they are /ormri!s$ platetype

ri!s$ truss ri!s$ closedri!s$ forged ri!s and milled ri!s$ where formri!s are used

for light to medium loading. /ormri!s are made from a sheet of metal !ent into

shape.

Stringer-

6n wing construction the stringers are thin strip of wood$ metal or car!on

fi!ers in which the skin of wing is attached. Stringers are similar to longerons$

the difference is the longerons are used for fuselage construction while the

stringers are used for wing construction and the num!er of elements is less in a

fuselage compared to wing !ut heavier than stringers.

Lightening ho,e-

The holes provided in the wing ri! section this is mainly for weight

reduction and also to provide space for fuel tank and pipe lines and some

control systems in large aircraft.

Se,ection of e,e0ent-

@ormally spar having 6B section having we! and flanges$ !ut it was

decided to have only the we! section so it will !e like a rectangular section this

is to reduce the weight and structural difficulty and it is also a small aircraft it is

desira!le to use small thickness rectangular spar for the construction.

Stringer is normally having ?B shape and it was decided to use minimum

thickness stringers from some e"isting ultralight aircrafts. Ri! is an element


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which is having e"actly the airfoil shape so the thickness is enough to construct

the ri! section in designing software. @ow we have the dimensions and

structural element details$ the ne"t step is to design the wing section with the

dimensions o!tained from a!ove calculations !y using CAT6A V8R0:.

/ig 0=!A typical e"ample of spar and stringers&

The !elow parameters are needed to design in CAT6A

,ing span N=.077 m

,ing chord N 0.837 m

Ri! thickness N 7.8:3 mm

@um!er of ri!s N 08

Spar thickness N 5 mm


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@um!er of spars N 3

Stringer thickness N 3mm$ and 09 stringers are used.

The values which have !een mentioned a!ove are from an e"isting

ultralight aircrafts$

@ow we need the airfoil coordinates to initiate our design process in CAT6A

the airfoil coordinates o!tained from.infoi,

X

Upper

Y

Upper

X

Lower

Y

Lower

0.0000 0.0470 0.0000 0.0470

0.1070 0.6160 0.1070 -0.4530

0.4280 1.2540 0.4280 -0.8980

0.9610 1.9430 0.9610 -1.2960

1.7040 2.6520 1.7040 -1.6510

2.6530 3.3520 2.6530 -1.9590

3.8060 4.0270 3.8060 -

1.2.214

0

5.1560 4.6670 5.1560 -2.4140

6.6990 5.3130 6.6990 -2.5670

8.4270 5.9390 8.4270 -2.6800

10.223

0

6.5520 10.332

0

-2.7630

12.408

0

7.1340 12.408

0

-2.8160

14.645

0

7.6600 14.645

0

-2.8390

17.033

0

8.1130 17.033

0

-2.8320

19.562

0

8.4830 19.562

0

-2.7950


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22.221

0

8.7740 22.221

0

-2.7340

25.000

0

8.9960 25.000

0

-2.6530

27.886

0

9.1580 27.886

0

-2.5590

30.866

0

9.2660 30.866

0

-2.4580

33.928

0

9.3180 33.928

0

-2.4510

37.059

0

9.3120 37.059

0

-2.2420

43.474

0

9.1280 43.474

0

-2.0180

50.000

0

8.7190 50.000

0

-1.7920

56.526

0

8.1050 56.526

0

-1.5660

62.941

0

7.3190 62.941

0

-1.3450

69.134

0

6.4050 69.134

0

-1.1310

75.000

0

5.4120 75.000

0

-0.9280

80.438

0

4.3940 80.438

0

-0.7410

85.355

0

3.4000 85.355

0

-0.5750

89.668

0

2.4750 89.668

0

-0.4290

93.301

0

1.6560 93.301

0

-0.3020

96.194

0

0.9720 96.194

0

-0.1900

98.296

0

0.4480 98.296

0

-0.0940


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99.572

0

0.1150 99.572

0

-0.0250

100.00

00

0.0000 100.00

00

0.0000

C?AR P airfoil coordinates

Ri2-: -par- an1 -tringer- -pacing

Ri2- 6t was decided to use 08 ri!s along the span length$ and we want to place itwith e+uidistance !etween each$ so the distance !etween each ri! can !e

calculated from the wing span length

The wing span N =077 mm

The distance !etween each ri! N =077H08 N ;#=$8"mm$ and this value

is taken from the survey of ri! design for ultralight aircraftBs wing having

almost same specifications.

Spar-,e have already mentioned that it is desira!le to place the spar at ?#@

of chord from leading edge which is said to !e front spar$ and 8#@of chord

from the leading edge which is said to !e rear spar. And we have the chord

length as 0837 mm. @ow the 51thposition is >$8=" mm and the :1 position is

#;;=& mm. And the thickness of spar is 5 mm this value is also from survey

Stringer-5 The stringers having ? shape and it was decided to use eight

stringers at the top and eight stringers at the !ottom. The spacing !etween each

stringer is with respect to the chord length


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Stringer no >istance in mm

0 07=

3 3=

Design and Analysis of a Telescopic Wing Made of Composite Material

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