Xflr5 half wing3/14/2023 ![]() ![]() Takahashi proposed a mechanism combining the MLE and the MTE. This study did not have any effect on the stall angle, since the largest angle of attack studied was 8.68°. Radestock indicated that lift does not change during MLE deformation. Radestock and Takahashi have developed mechanisms for MLEs whose performances were tested in a wind tunnel. The MLE mechanism used a circular actuator coupled with internal articulations. In his study, the numerical results expressed obtained by finite element analysis (FEA) were compared with the experimental results in terms of the MLE deformations. Rudenko′s study presented another MLE concept. This study aimed to validate the idea that an MLE system can reach the desired shape for drag and noise reduction. The Sodja mechanism allowed the LE to be morphed but it required a very high force from its linear actuator. For example, Sodja and Rudenko have carried out bench tests of MLE systems. Several mechanisms of MLEs have already been studied in the literature. The use of an MLE allows for the delaying of the stall angle of the wing, thus compensating for the weakness of the MTE. We also found in that a rigid aileron and an MTE induce a decrease in the stall angle. In fact, if a down displacement of the LE is performed for a given angle of attack, the lift increases. We found in that for an NACA0012 airfoil, the displacement of a rigid aileron will have the effect of moving the C L variation with the angle of attack curve to the left or to the right according to the direction (up or down). The curves intersect for a lift coefficient C L = 0.367 and for an angle of attack AoA = 2.97°. For this reason, it was necessary to combine the MTE with a morphing leading edge (MLE) in order to obtain a morphing camber system.ĭrag coefficient variation with lift coefficient variation for NACA0012 (grey) and NACA4412 (black) (computed values). From these results, it was able to be observed that for all lift coefficient values, the drag coefficient measured was found to be higher for the MTE than for a fixed wing. However, in order to improve the lift on drag (L/D) ratio of the wing over the entire wing, the MTE alone was not enough, as seen in Figure 1, where results are expressed in terms of drag coefficient (C D) variation with lift coefficient (C L). It was concluded that the MTE could replace an aileron, as it was able to improve the efficiency of the wing. The effectiveness of this MTE system has been demonstrated experimentally in the Price–Païdoussis wind tunnel by comparing it to the effectiveness of a rigid aileron. The development of a morphing trailing edge (MTE) system has been presented in. This paper presents the morphing of the leading edge (LE) of a wing with the main goal of developing a morphing camber system and integrating it within the wing of a UAS-S4 Ehécatl. The mechanism can be further optimized in terms of shape and material to obtain a greater deformation of the leading edge, and, thus, to have a higher impact on the increase of the stall angle than the first prototype of the morphing leading edge presented in this paper. This prototype is designed to validate the functionality of the deformation method applied to the leading edge of the wing. In addition, the modification of the stall angle is performed without affecting the slope of the lift coefficient. The morphing leading edge prototype demonstrates the possibility of modifying the stall angle of the wing. The concept presented here has the advantage of being simple to manufacture (wooden construction) and light for the structure of the wing (compliance mechanism). The design of the morphing leading edge system is part of research on the design of a morphing camber system. This paper presents the design and wind tunnel test results of a wing including a morphing leading edge for a medium unmanned aerial vehicle with a maximum wingspan of 5 m. ![]()
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