A Study of Shape Memory Polymer Based Slat-Cove Filler/Supplemental
No abstract available
Kang, Jin Ho↗
Engineering topics
Turner, Travis L.
Publications and source records attributed to Turner, Travis L..
A Study of Shape Memory Polymer Based Slat-Cove Filler
Aircraft noise reduction is an application of current intense interest for which smart materials show significant potential. Specifically, the aeroacoustic noise produced by the unsteady aerodynamic flow about the leading-edge high-lift device, such as leading-edge slat, of typical transport-aircraft wings is of particular interest. Concepts with the most promise to mitigate this noise source, most notably the slat-cove filler concept, have focused on highly reconfigurable structures that change shape between different phases of the flight envelope. These shape changes often involve large deformation, which has stimulated the consideration of shape memory materials. In recent years, shape memory materials (SMMs) have drawn greater interest for applications such as smart fabrics, intelligent medical devices, self-deployable space structures, morphing structures and packaging. Compared to other shape memory materials, like shape memory alloys (SMAs) or shape memory ceramics (SMCs), shape memory polymers (SMPs) have desirable advantages such as high elastic deformation to enable large shape change, broad tailorability of mechanical properties, potential biocompatibility and biodegradability, ductility, light weight and ease of processing. However, SMPs still have some critical disadvantages such as insufficient mechanical and thermal characteristics for structural applications, low recovery stress, and long response time. The new LaRC shape memory thermosetting polymer composite (LaRC-SMPC) discussed herein was synthesized with nontoxic monomers and conductive/magnetic fillers to yield enhanced thermal/mechanical characteristics and faster response times. LaRC-SMPCs with a variety of fiber reinforcements [Kevlar®, carbon fiber (standard and thin-ply), and carbon-nanotube (CNT) sheet] were fabricated to tailor the physical properties and test for suitability as a slat-cove filler (SCF). The performance of SCF prototypes fabricated with the developed LaRC-SMPCs was evaluated using a bench-top test apparatus. The SCFs made of Kevlar® fiber fabric or carbon fiber fabric infused shape memory polymer composite (SMPC) exhibited kinking during simulated deployment and stowage, which can be problematic during operation. The SCF made of CNT sheet/SMP composite did not exhibit kinking, but the deployment was sluggish compared to carbon fiber fabric/SMP composite. This report documents the evolution of designing SMPCs as slat-cove fillers for aircraft noise reduction. In the course of the investigation, several 2 approaches were investigated to address shortcomings in material characteristics based on performance requirements of operational slat-cove fillers.
Kang, Jin Ho↗
Electric Field Activated Shape Memory Polymer Composite
Provided is an electrically activated shape memory polymer composite capable of thermal shape reformation using electric power to heat the composite through its matrix glass transition temperature. The composite includes an adaptable polymer matrix component using a diglycidyl ether resin, at least one substantially well-dispersed conductive or magnetic nano-filler component, and at least one elastic, laminated layer. Also provided are methods of preparing the composite and methods of activating the composite. A shape reformation of the composite is triggered by applying an electric field at DC and/or at a frequency above about 1.mu.Hz for a sufficient time.
Kang, Jin Ho↗
Computational Modeling of a Mechanized Benchtop Apparatus for Leading-Edge Slat Noise Treatment Device Prototypes
Airframe noise is a growing concern in the vicinity of airports because of population growth and gains in engine noise reduction that have rendered the airframe an equal contributor during the approach and landing phases of flight for many transport aircraft. The leading-edge-slat device of a typical high-lift system for transport aircraft is a prominent source of airframe noise. Two technologies have significant potential for slat noise reduction; the slat-cove filler (SCF) and the slat-gap filler (SGF). Previous work was done on a 2D section of a transport-aircraft wing to demonstrate the implementation feasibility of these concepts. Benchtop hardware was developed in that work for qualitative parametric study. The benchtop models were mechanized for quantitative measurements of performance. Computational models of the mechanized benchtop apparatus for the SCF were developed and the performance of the system for five different SCF assemblies is demonstrated.
Turner, Travis L.↗
Engineering Design Tools for Shape Memory Alloy Actuators: CASMART Collaborative Best Practices and Case Studies
The primary goal of the Consortium for the Advancement of Shape Memory Alloy Research and Technology (CASMART) is to enable the design of revolutionary applications based on shape memory alloy (SMA) technology. In order to help realize this goal and reduce the development time and required experience for the fabrication of SMA actuation systems, several modeling tools have been developed for common actuator types and are discussed herein along with case studies, which highlight the capabilities and limitations of these tools. Due to their ability to sustain high stresses and recover large deformations, SMAs have many potential applications as reliable, lightweight, solid-state actuators. Their advantage over classical actuators can also be further improved when the actuator geometry is modified to fit the specific application. In this paper, three common actuator designs are studied: wires, which are lightweight, low-profile, and easily implemented; springs, which offer actuation strokes upwards of 200 at reduced mechanical loads; and torque tubes, which can provide large actuation forces in small volumes and develop a repeatable zero-load actuation response (known as the two-way shape memory effect). The modeling frameworks, which have been implemented in the design tools, are developed for each of these frequently used SMA actuator types. In order to demonstrate the versatility and flexibility of the presented design tools, as well as validate their modeling framework, several design challenges were completed. These case studies include the design and development of an active hinge for the deployment of a solar array or foldable space structure, an adaptive solar array deployment and positioning system, a passive air temperature controller for regulation flow temperatures inside of a jet engine, and a redesign of the Corvette active hatch, which allows for pressure equalization of the car interior. For each of the presented case studies, a prototype or proof-of-concept was fabricated and the experimental results and lessons learned are discussed. This analysis presents a collection of CASMART collaborative best practices in order to allow readers to utilize the available design tools and understand their modeling principles. These design tools, which are based on engineering models, can provide first-order optimal designs and are a basic and efficient method for either demonstrating design feasibility or refining design parameters. Although the design and integration of an SMA-based actuation system always requires application- and environment-specific engineering considerations, common modeling tools can significantly reduce the investment required for actuation system development and provide valuable engineering insight.
Design tools↗
Autonomous Slat-Cove-Filler Device for Reduction of Aeroacoustic Noise Associated with Aircraft Systems
A slat cove filler is utilized to reduce airframe noise resulting from deployment of a leading edge slat of an aircraft wing. The slat cove filler is preferably made of a super elastic shape memory alloy, and the slat cove filler shifts between stowed and deployed shapes as the slat is deployed. The slat cove filler may be configured such that a separate powered actuator is not required to change the shape of the slat cove filler from its deployed shape to its stowed shape and vice-versa. The outer contour of the slat cove filler preferably follows a profile designed to maintain accelerating flow in the gap between the slat cove filler and wing leading edge to provide for noise reduction.
Turner, Travis L.↗
Development of a SMA-Based, Slat-Gap Filler for Airframe Noise Reduction
Noise produced by unsteady flow around aircraft structures, termed airframe noise, is an important source of aircraft noise during the approach and landing phases of flight. Conventional leading-edge-slat devices for high lift on typical transport aircraft are a prominent source of airframe noise. Many concepts for slat noise reduction have been investigated. Slat-cove fillers have emerged as an attractive solution, but they maintain the gap flow, leaving some noise production mechanisms unabated, and thus represent a nonoptimal solution. Drooped-leading-edge (DLE) concepts have been proposed as "optimal" because the gap flow is eliminated. The deployed leading edge device is not distinct and separate from the main wing in DLE concepts and the high-lift performance suffers at high angles of attack (alpha) as a consequence. Elusive high-alpha performance and excessive weight penalty have stymied DLE development. The fact that high-lift performance of DLE systems is only affected at high alpha suggests another concept that simultaneously achieves the high-lift of the baseline airfoil and the noise reduction of DLE concepts. The concept involves utilizing a conventional leading-edge slat device and a deformable structure that is deployed from the leading edge of the main wing and closes the gap between the slat and main wing, termed a slat-gap filler (SGF). The deployable structure consists of a portion of the skin of the main wing and it is driven in conjunction with the slat during deployment and retraction. Benchtop models have been developed to assess the feasibility and to study important parameters. Computational models have assisted in the bench-top model design and provided valuable insight in the parameter space as well as the feasibility.
Turner, Travis L.↗
Multi-Element Airfoil System
A multi-element airfoil system includes an airfoil element having a leading edge region and a skin element coupled to the airfoil element. A slat deployment system is coupled to the slat and the skin element, and is capable of deploying and retracting the slat and the skin element. The skin element substantially fills the lateral gap formed between the slat and the airfoil element when the slat is deployed. The system further includes an uncoupling device and a sensor to remove the skin element from the gap based on a critical angle-of-attack of the airfoil element. The system can alternatively comprise a trailing edge flap, where a skin element substantially fills the lateral gap between the flap and the trailing edge region of the airfoil element. In each case, the skin element fills a gap between the airfoil element and the deployed flap or slat to reduce airframe noise.
Turner, Travis L.↗
Elastically Deformable Side-Edge Link for Trailing-Edge Flap Aeroacoustic Noise Reduction
A system is provided for reducing aeroacoustic noise generated by an aircraft having wings equipped with trailing-edge flaps. The system includes a plurality of elastically deformable structures. Each structure is coupled to and along one of the side edges of one of the trailing-edge flaps, and is coupled to a portion of one of the wings that is adjacent to the one of the side edges. The structures elastically deform when the trailing-edge flaps are deployed away from the wings.
Khorrami, Mehdi R.↗
Jet Engine Exhaust Nozzle Flow Effector
A jet engine exhaust nozzle flow effector is a chevron formed with a radius of curvature with surfaces of the flow effector being defined and opposing one another. At least one shape memory alloy (SMA) member is embedded in the chevron closer to one of the chevron's opposing surfaces and substantially spanning from at least a portion of the chevron's root to the chevron's tip.
Turner, Travis L.↗
Elastomeric Structural Attachment Concepts for Aircraft Flap Noise Reduction - Challenges and Approaches to Hyperelastic Structural Modeling and Analysis
Airframe noise is a significant part of the overall noise of transport aircraft during the approach and landing phases of flight. Airframe noise reduction is currently emphasized under the Environmentally Responsible Aviation (ERA) and Fixed Wing (FW) Project goals of NASA. A promising concept for trailing-edge-flap noise reduction is a flexible structural element or link that connects the side edges of the deployable flap to the adjacent main-wing structure. The proposed solution is distinguished by minimization of the span-wise extent of the structural link, thereby minimizing the aerodynamic load on the link structure at the expense of increased deformation requirement. Development of such a flexible structural link necessitated application of hyperelastic materials, atypical structural configurations and novel interface hardware. The resulting highly-deformable structural concept was termed the FLEXible Side Edge Link (FLEXSEL) concept. Prediction of atypical elastomeric deformation responses from detailed structural analysis was essential for evaluating feasible concepts that met the design constraints. The focus of this paper is to describe the many challenges encountered with hyperelastic finite element modeling and the nonlinear structural analysis of evolving FLEXSEL concepts. Detailed herein is the nonlinear analysis of FLEXSEL concepts that emerged during the project which include solid-section, foamcore, hollow, extended-span and pre-stressed concepts. Coupon-level analysis performed on elastomeric interface joints, which form a part of the FLEXSEL topology development, are also presented.
Sreekantamurthy, Thammaiah↗
Development of a SMA-Based Slat-Cove Filler for Reduction of Aeroacoustic Noise Associated With Transport-Class Aircraft Wings
Airframe noise is a significant part of the overall noise produced by typical, transport-class aircraft during the approach and landing phases of flight. Leading-edge slat noise is a prominent source of airframe noise. The concept of a slat-cove filler was proposed in previous work as an effective means of mitigating slat noise. Bench-top models were deployed at 75% scale to study the feasibility of producing a functioning slat-cove filler. Initial results from several concepts led to a more-focused effort investigating a deformable structure based upon pseudoelastic SMA materials. The structure stows in the cavity between the slat and main wing during cruise and deploys simultaneously with the slat to guide the aerodynamic flow suitably for low noise. A qualitative parametric study of SMA-enabled, slat-cove filler designs was performed on the bench-top. Computational models were developed and analyses were performed to assess the displacement response under representative aerodynamic load. The bench-top and computational results provide significant insight into design trades and an optimal design.
Turner, Travis L.↗
Active Noise Control of Radiated Noise from Jets Originating NASA
The reduction of jet noise using a closed-loop active noise control system with highbandwidth active chevrons was investigated. The high frequency energy introduced by piezoelectrically-driven chevrons was demonstrated to achieve a broadband reduction of jet noise, presumably due to the suppression of large-scale turbulence. For a nozzle with one active chevron, benefits of up to 0.8 dB overall sound pressure level (OASPL) were observed compared to a static chevron nozzle near the maximum noise emission angle, and benefits of up to 1.9 dB OASPL were observed compared to a baseline nozzle with no chevrons. The closed-loop actuation system was able to effectively reduce noise at select frequencies by 1-3 dB. However, integrated OASPL did not indicate further reduction beyond the open-loop benefits, most likely due to the preliminary controller design, which was focused on narrowband performance.
Doty, Michael J.↗
AC Electric Field Activated Shape Memory Polymer Composite
Shape memory materials have drawn interest for applications like intelligent medical devices, deployable space structures and morphing structures. Compared to other shape memory materials like shape memory alloys (SMAs) or shape memory ceramics (SMCs), shape memory polymers (SMPs) have high elastic deformation that is amenable to tailored of mechanical properties, have lower density, and are easily processed. However, SMPs have low recovery stress and long response times. A new shape memory thermosetting polymer nanocomposite (LaRC-SMPC) was synthesized with conductive fillers to enhance its thermo-mechanical characteristics. A new composition of shape memory thermosetting polymer nanocomposite (LaRC-SMPC) was synthesized with conductive functionalized graphene sheets (FGS) to enhance its thermo-mechanical characteristics. The elastic modulus of LaRC-SMPC is approximately 2.7 GPa at room temperature and 4.3 MPa above its glass transition temperature. Conductive FGSs-doped LaRC-SMPC exhibited higher conductivity compared to pristine LaRC SMP. Applying an electric field at between 0.1 Hz and 1 kHz induced faster heating to activate the LaRC-SMPC s shape memory effect relative to applying DC electric field or AC electric field at frequencies exceeding1 kHz.
Kang, Jin Ho↗
On the Response of a Nonlinear Structure to High Kurtosis Non-Gaussian Random Loadings
This paper is a follow-on to recent work by the authors in which the response and high-cycle fatigue of a nonlinear structure subject to non-Gaussian loadings was found to vary markedly depending on the nature of the loading. There it was found that a non-Gaussian loading having a steady rate of short-duration, high-excursion peaks produced essentially the same response as would have been incurred by a Gaussian loading. In contrast, a non-Gaussian loading having the same kurtosis, but with bursts of high-excursion peaks was found to elicit a much greater response. This work is meant to answer the question of when consideration of a loading probability distribution other than Gaussian is important. The approach entailed nonlinear numerical simulation of a beam structure under Gaussian and non-Gaussian random excitations. Whether the structure responded in a Gaussian or non-Gaussian manner was determined by adherence to, or violations of, the Central Limit Theorem. Over a practical range of damping, it was found that the linear response to a non-Gaussian loading was Gaussian when the period of the system impulse response is much greater than the rate of peaks in the loading. Lower damping reduced the kurtosis, but only when the linear response was non-Gaussian. In the nonlinear regime, the response was found to be non-Gaussian for all loadings. The effect of a spring-hardening type of nonlinearity was found to limit extreme values and thereby lower the kurtosis relative to the linear response regime. In this case, lower damping gave rise to greater nonlinearity, resulting in lower kurtosis than a higher level of damping.
Rizzi, Stephen A.↗
Jet Engine Exhaust Nozzle Flow Effector
A jet engine exhaust nozzle flow effector is a chevron formed with a radius of curvature with surfaces of the flow effector being defined and opposing one another. At least one shape memory alloy (SMA) member is embedded in the chevron closer to one of the chevron's opposing surfaces and substantially spanning from at least a portion of the chevron's root to the chevron's tip.
Turner, Travis L.↗
Active Flow Effectors for Noise and Separation Control
New flow effector technology for separation control and enhanced mixing is based upon shape memory alloy hybrid composite (SMAHC) technology. The technology allows for variable shape control of aircraft structures through actively deformable surfaces. The flow effectors are made by embedding shape memory alloy actuator material in a composite structure. When thermally actuated, the flow effector def1ects into or out of the flow in a prescribed manner to enhance mixing or induce separation for a variety of applications, including aeroacoustic noise reduction, drag reduction, and f1ight control. The active flow effectors were developed for noise reduction as an alternative to fixed-configuration effectors, such as static chevrons, that cannot be optimized for airframe installation effects or variable operating conditions and cannot be retracted for off-design or fail-safe conditions. Benefits include: Increased vehicle control, overall efficiency, and reduced noise throughout all f1ight regimes, Reduced flow noise, Reduced drag, Simplicity of design and fabrication, Simplicity of control through direct current stimulation, autonomous re sponse to environmental heating, fast re sponse, and a high degree of geometric stability. The concept involves embedding prestrained SMA actuators on one side of the chevron neutral axis in order to generate a thermal moment and def1ect the structure out of plane when heated. The force developed in the host structure during def1ection and the aerodynamic load is used for returning the structure to the retracted position. The chevron design is highly scalable and versatile, and easily affords active and/or autonomous (environmental) control. The technology offers wide-ranging market applications, including aerospace, automotive, and any application that requires flow separation or noise control.
Turner, Travis L.↗
Testing of SMA-enabled Active Chevron Prototypes under Representative Flow Conditions
Control of jet noise continues to be an important research topic. Exhaust-nozzle chevrons have been shown to reduce jet noise, but parametric effects are not well understood. Additionally, thrust loss due to chevrons at cruise suggests significant benefit from active chevrons. The focus of this study is development of an active chevron concept for the primary purpose of parametric studies for jet noise reduction in the laboratory and secondarily for technology development to leverage for full scale systems. The active chevron concept employed in this work consists of a laminated composite structure with embedded shape memory alloy (SMA) actuators, termed a SMA hybrid composite (SMAHC). SMA actuators are embedded on one side of the neutral axis of the structure such that thermal excitation, via joule heating, generates a moment and deflects the structure. The performance of two active chevron concepts is demonstrated in the presence of representative flow conditions. One of the concepts is shown to possess significant advantages for the proposed application and is selected for further development. Fabrication and design changes are described and shown to produce a chevron prototype that meets the performance objectives.
Turner, Travis L.↗