Proportional fuzzy feed-forward architecture control validation by wind tunnel tests of a morphing wing

In aircraft wing design, engineers aim to provide the best possible aerodynamic performance under cruise flight conditions in terms of lift-to-drag ratio. Conventional control sur-faces such as flaps, ailerons, variable wing sweep and spoilers are used to trim the aircraft for other flight conditions. The appearance of the morphing wing concept launched a new challenge in the area of overall wing and aircraft performance improvement during different flight segments by locally altering the flow over the aircraft's wings. This paper describes the development and appli-cation of a control system for an actuation mechanism integrated in a new morphing wing structure. The controlled actuation system includes four similar miniature electromechanical actuators dis-posed in two parallel actuation lines. The experimental model of the morphing wing is based on a full-scale portion of an aircraft wing, which is equipped with an aileron. The upper surface of the wing is a flexible one, being closed to the wing tip; the flexible skin is made of light composite materials. The four actuators are controlled in unison to change the flexible upper surface to improve the flow quality on the upper surface by delaying or advancing the transition point from laminar to turbulent regime. The actuators transform the torque into vertical forces. Their bases are fixed on the wing ribs and their top link arms are attached to supporting plates fixed onto the flex-ible skin with screws. The actuators push or pull the flexible skin using the necessary torque until the desired vertical displacement of each actuator is achieved. The four vertical displacements of the actuators, correlated with the new shape of the wing, are provided by a database obtained through a preliminary aerodynamic optimization for specific flight conditions. The control system is designed to control the positions of the actuators in real time in order to obtain and to maintain the desired shape of the wing for a specified flight condition. The feasibility and effectiveness of the developed control system by use of a proportional fuzzy feed-forward methodology are demon-strated experimentally through bench and wind tunnel tests of the morphing wing model.     

Time-domain nonlinear aeroelastic analysis and wind tunnel test of a flexible wing using strain-based beam formulation

A theoretical formulation for time-domain nonlinear aeroelastic analysis of a flexible wing model is presented and validated by wind tunnel tests. A strain-based beam model for nonlinear structural analysis is combined with the Unsteady Vortex Lattice Method (UVLM) to form the complete framework for aeroelastic analysis. The nonlinear second-order differential equations are solved by an implicit time integration scheme that incorporates a Newton-Raphson sub-iteration technique. An advanced fiber optic sensing technique is firstly used in a wind tunnel for measuring large structural deformations. In the theoretical study, the nonlinear flutter boundary is determined by analyzing the transient response about the nonlinear static equilibrium with a series of flow velocities. The gust responses of the wing model at various gust frequencies are also studied. Comparisons of the theoretical and experimental results show that the proposed method is suitable for determining the nonlinear flutter boundary and simulating the gust response of flexible wings in the time domain.     

A Theoretic Interpretation of Movement of the Cusp Equatorward Boundary

A preliminary model is proposed to describe quantitatively the position and movement of cusp equatorward boundary. This integrated model, consisting of an empirical model of the magnetopause and a compressed dipolar model of Open/Closed field line, connects quantitatively the solar wind conditions, subsolar magnetopause and cusp equatorward boundary. It is shown that the increasing solar wind dynamic pressure and the increasing southward Interplanetary Magnetic Field (IMF) component drive the magnetopause to move inward and the cusp equatorward. This model is adopted to interpret quantitatively the cusp movement of August 14, 2001 observed by Cluster. The results show that the subsolar magnetopause moved earthward from 10.7 He to 9.0 Re during the period of 002300-002800 UT, and correspondingly the cusp equatorward boundary shifted equatorward. The observations of Cluster C1 and C4 show the cusp equatorward boundary that Cluster Cl and C4 were crossing during same interval moved equatorward by 4.6°. The cusp equatorward boundary velocity computed in the theoretical model (10.7km/s) is in good agreement with the observed value (9.4km/s) calculated from the data of CIS of Cluster C4 and C1.     

一个湍流谱的进一步研究

一枚Chaff火箭在87.4km高度测量到高达0.33s-1的风切变剖面,相信这个切变值是中层大气曾经测量到的最大切变值.在这个异常大风切变层内,垂直速度扰动谱在浮力子区,惯性子区,和粘性子区有谱斜率-3.10,-1.65,和-7.11,这个观测与中性密度扰动一致.计算的内尺度和浮力尺度与扰动谱中的崩溃点不一致,这个结果与中性密度扰动不一致.讨论了湍流和重力波之间的关系,结果表明,增强湍流与波场饱和有好的联系.      

Observations of the solar wind from coronal holes

The solar wind emanating from coronal holes (CH) constitutes a quasi-stationary flow whose properties change only slowly with the evolution of the hole itself. Some of the properties of the wind from coronal holes depend on whether the source is a large polar coronal hole or a small near-equatorial hole. The speed of polar CH flows is usually between 700 and 800 km/s, whereas the speed from the small equatorial CH flows is generally lower and can be <400 km/s. At 1 AU, the average particle and energy fluxes from polar CH are 2.5×10⁸ cm^–2 sec^–1 and 2.0 erg cm^–2 s^–1. This particle flux is significantly less than the 4×10⁸ cm^–2 sec^–1 observed in the slow, interstream wind, but the energy fluxes are approximately the same. Both the particle and energy fluxes from small equatorial holes are somewhat smaller than the fluxes from the large polar coronal holes.Many of the properties of the wind from coronal holes can be explained, at least qualitatively, as being the result of the effect of the large flux of outward-propagating Alfvén waves observed in CH flows. The different ion species have roughly equal thermal speeds which are also close to the Alfvén speed. The velocity of heavy ions exceeds the proton velocity by the Alfvén speed, as if the heavy ions were surfing on the waves carried by the proton fluid.The elemental composition of the CH wind is less fractionated, having a smaller enhancement of elements with low first-ionization potentials than the interstream wind, the wind from coronal mass ejections, or solar energetic particles. There is also evidence of fine-structure in the ratio of the gas and magnetic pressures which maps back to a scale size of roughly 1° at the Sun, similar to some of the fine structures in coronal holes such as plumes, macrospicules, and the supergranulation.     

飞机在风切变下进场的模拟试验研究

介绍在飞机轨迹稳定性指标模拟试验中所用的有风切变时的数学模型。在地面模拟试验中采用着陆进场的人－机闭环控制方法，开展驾驶员定量评价，给出试验结果。对国军标ＧＪＢ１８５－８６的这一指标要求提出修改建议。讨论了在风切变下着陆进场的特性和驾驶技术。     

锥导乘波构型设计、优化与分析

乘波构型是高超声速飞行器高升阻比气动布局设计的参考外形之一,设计中需要综合考虑升阻比、容积率和容积等要求。在锥导乘波构型参数化设计的基础上,采用工程估算和计算流体力学相结合的方法,通过正交试验设计分析了不同参数对目标影响的敏感性,合理选择设计参数优化区间,应用改进的多目标遗传算法对乘波构型进行了优化设计,针对优化外形开展了气动性能的数值模拟研究,并在高超声速炮风洞中完成了缩比模型的验证性实验。结果表明:优化设计外形具有良好的升阻比,且在一定攻角范围内升阻比较高,数值模拟和实验分析基本吻合。研究结果可为高超声速滑翔式飞行器的设计提供参考。     

非对称来流隔离段流动特性研究

1引言隔离段是超燃冲压发动机的一个重要气动部件,在进气道与燃烧室之间构建一气动热力缓冲区域,为进气道提供一个较宽的连续工作范围。通常超燃冲压发动机位于高超声速飞行器下表面的中后部,这样自由来流需要经过一段较长的前体后进入进气道,这就造成进气道进口靠近机体一侧存     

带前体压缩的前掠侧压式进气道实验及数值研究

为提高侧压式进气道流量系数，设计了一种前机身顶压与侧压相结合的前掠侧压式进气道，在马赫5．3小高超风洞中完成吹风实验，并用FLUENT软件对进气道流场进行了数值模拟，分析了主要流动特征，获得了进气道基本性能。实验结果表明，马赫5．3设计状态下，这种前掠侧压式进气道的流量系数可以达到0．85以上，比一般后掠进气道提高20％左右。通过数值及实验研究发现，进气道下游隔离段内由于上下壁面的巨大压差导致顶板对称面两侧出现对涡，涡面将隔离段内的流动分为高速高能区与低速低能区两种流动。     

ISEE Ion Composition Data with Implications for Solar Wind Entry into Earth's Magnetotail

Energetic (0.1-16 keV/e) ion data from a plasma composition experiment on the ISEE-1 spacecraft show that Earth's plasma sheet (inside of 23 RE) always has a large population of H+ and He++ ions, the two principal ionic components of the solar wind. This population is the largest, in terms of both number density and spatial thickness, during extended periods of northward interplanetary magnetic field (IMF) and is then also the most "solar wind-like" in the sense that the He++/H+ density ratio is at its peak (about 3% on average in 1978 and 79) and the H+ and He++ have mean (thermal) energies that are in the ratio of about 1:4 and barely exceed the typical bulk flow energy in the solar wind. During geomagnetically active times, associated with southward turnings of the IMF, the H+ and He++ are heated in the central plasma sheet, and reduced in density. Even when the IMF is southward, these ions can be found with lower solar wind-like energies closer to the tail lobes, at least during plasma sheet thinning in the early phase of substorms, when they are often seen to flow tailward, approximately along the magnetic field, at a slow to moderate speed (of order 100 km s-1 or less). These tailward flows, combined with the large density and generally solar wind-like energies of plasma sheet H+ and He++ ions during times of northward IMF, are interpreted to mean that the solar wind enters along the tail flanks, in a region between the lobes and the central plasma sheet, propelled inward by ExB drift associated with the electric fringe field of the low latitude magnetopause boundary layer (LLBL). In order to complete this scenario, it is argued that the rapid (of order 1000 km s-1) earthward ion flows (mostly H+ ions), also along the magnetic field, that are more typically the precursors of plasma sheet "recovery" during substorm expansion, are not proof of solar wind entry in the distant tail, but may instead be a time-of-flight effect associated with plasma sheet redistribution in a dipolarizing magnetic field.