Showing papers on "Flapping published in 2010"
TL;DR: In this article, a review of the recent progress in flapping wing aerodynamics and aeroelasticity is presented, where it is realized that a variation of the Reynolds number (wing sizing, flapping frequency, etc.) leads to a change in the leading edge vortex (LEV) and spanwise flow structures, which impacts the aerodynamic force generation.
877 citations
TL;DR: It is shown that aerodynamic forces can be controlled by altering the trailing edge flexibility of a flapping wing, which can be useful for wing design for small robotic insects and, to a limited extent, in understanding the aerodynamics of flapping insect wings.
Abstract: Recent work on the aerodynamics of flapping flight reveals fundamental differences in the mechanisms of aerodynamic force generation between fixed and flapping wings. When fixed wings translate at high angles of attack, they periodically generate and shed leading and trailing edge vortices as reflected in their fluctuating aerodynamic force traces and associated flow visualization. In contrast, wings flapping at high angles of attack generate stable leading edge vorticity, which persists throughout the duration of the stroke and enhances mean aerodynamic forces. Here, we show that aerodynamic forces can be controlled by altering the trailing edge flexibility of a flapping wing. We used a dynamically scaled mechanical model of flapping flight (Re approximately 2000) to measure the aerodynamic forces on flapping wings of variable flexural stiffness (EI). For low to medium angles of attack, as flexibility of the wing increases, its ability to generate aerodynamic forces decreases monotonically but its lift-to-drag ratios remain approximately constant. The instantaneous force traces reveal no major differences in the underlying modes of force generation for flexible and rigid wings, but the magnitude of force, the angle of net force vector and centre of pressure all vary systematically with wing flexibility. Even a rudimentary framework of wing veins is sufficient to restore the ability of flexible wings to generate forces at near-rigid values. Thus, the magnitude of force generation can be controlled by modulating the trailing edge flexibility and thereby controlling the magnitude of the leading edge vorticity. To characterize this, we have generated a detailed database of aerodynamic forces as a function of several variables including material properties, kinematics, aerodynamic forces and centre of pressure, which can also be used to help validate computational models of aeroelastic flapping wings. These experiments will also be useful for wing design for small robotic insects and, to a limited extent, in understanding the aerodynamics of flapping insect wings.
251 citations
TL;DR: In this paper, the detailed equations of motion for wing rotational dynamics were derived, and a blade-element model was used to supply aerodynamic force and moment estimates, and experiments with insect-scale mechanically driven artificial wings were conducted to simultaneously measure aerodynamic forces and three-degree-of-freedom kinematics.
Abstract: Flying insects and robots that mimic them flap and rotate (or ‘pitch’) their wings with large angular amplitudes. The reciprocating nature of flapping requires rotation of the wing at the end of each stroke. Insects or flapping-wing robots could achieve this by directly exerting moments about the axis of rotation using auxiliary muscles or actuators. However, completely passive rotational dynamics might be preferred for efficiency purposes, or, in the case of a robot, decreased mechanical complexity and reduced system mass. Herein, the detailed equations of motion are derived for wing rotational dynamics, and a blade-element model is used to supply aerodynamic force and moment estimates. Passive-rotation flapping experiments with insect-scale mechanically driven artificial wings are conducted to simultaneously measure aerodynamic forces and three-degree-of-freedom kinematics (flapping, rotation and out-of-plane deviation), allowing a detailed evaluation of the blade-element model and the derived equations of motion. Variations in flapping kinematics, wing-beat frequency, stroke amplitude and torsional compliance are made to test the generality of the model. All experiments showed strong agreement with predicted forces and kinematics, without variation or fitting of model parameters.
246 citations
TL;DR: In this article, a three-dimensional scan of a dragonfly fore-and hindwing with a micro-CT scanner was used to study how insect wings carry aerodynamic and inertial loads, and how the resonant frequency of the flapping wings is tuned for carrying these loads.
Abstract: Dragonfly wings are highly corrugated, which increases the stiffness and strength of the wing significantly, and results in a lightweight structure with good aerodynamic performance. How insect wings carry aerodynamic and inertial loads, and how the resonant frequency of the flapping wings is tuned for carrying these loads, is however not fully understood. To study this we made a three-dimensional scan of a dragonfly (Sympetrum vulgatum) fore- and hindwing with a micro-CT scanner. The scans contain the complete venation pattern including thickness variations throughout both wings. We subsequently approximated the forewing architecture with an efficient three-dimensional beam and shell model. We then determined the wing’s natural vibration modes and the wing deformation resulting from analytical estimates of 8 load cases containing aerodynamic and inertial loads (using the finite element solver Abaqus). Based on our computations we find that the inertial loads are 1.5 to 3 times higher than aerodynamic pressure loads. We further find that wing deformation is smaller during the downstroke than during the upstroke, due to structural asymmetry. The natural vibration mode analysis revealed that the structural natural frequency of a dragonfly wing in vacuum is 154 Hz, which is approximately 4.8 times higher than the natural flapping frequency of dragonflies in hovering flight (32.3 Hz). This insight in the structural properties of dragonfly wings could inspire the design of more effective wings for insect-sized flapping micro air vehicles: The passive shape of aeroelastically tailored wings inspired by dragonflies can in principle be designed more precisely compared to sail like wings —which can make the dragonfly-like wings more aerodynamically effective.
195 citations
TL;DR: In this article, a three-dimensional computational model is developed for simulating the flag motion in a uniform flow, where hairpin or O-shaped vortical structures are formed behind the flag by connecting those generated at the flag side edges and the trailing edge.
Abstract: A three-dimensional computational model is developed for simulating the flag motion in a uniform flow. The nonlinear dynamics of the coupled fluid–flag system after setting up of flapping is investigated by a series of numerical tests. At low Reynolds numbers, the flag flaps symmetrically about its centreline when gravity is excluded, and the bending in the spanwise direction is observed near the corners on the trailing edge. As the Reynolds number increases, the spanwise bending is flattened due to the decrease of the positive pressure near the side edges as well as the viscous force of the fluid. At a certain critical Reynolds number, the flag loses its symmetry about the centreline, which is shown to be related to the coupled fluid–flag instability. The three-dimensional vortical structures shed from the flag show a significant difference from the results of two-dimensional simulations. Hairpin or O-shaped vortical structures are formed behind the flag by connecting those generated at the flag side edges and the trailing edge. Such vortical structures have a stabilization effect on the flag by reducing the pressure difference across the flag. Moreover, the positive pressure near the side edges is significantly reduced as compared with that in the center region, causing the spanwise bending. The Strouhal number defined based on the flag length is slightly dependent on the Reynolds number and the flag width, but scales with the density ratio as St ~ ρ−1/2). On the other hand, the flapping-amplitude-based Strouhal number remains close to 0.2, consistent with the values reported for flying or swimming animals. A flag flapping under gravity is then simulated, which is directed along the negative spanwise direction. The sagging down of the flag and the rolling motion of the upper corner are observed. The dual effects of gravity are demonstrated, i.e. the destabilization effect like the flag inertia and the stabilization effect by increasing the longitudinal tension force.
155 citations
TL;DR: In this paper, the design optimization of a flapping wing in forward flight with active shape morphing, aimed at maximizing propulsive efficiency under lift and thrust constraints, was performed with an inviscid three-dimensional unsteady vortex lattice method, whose lack of fidelity is offset by a relatively inexpensive computational cost.
Abstract: This work considers the design optimization of a flapping wing in forward flight with active shape morphing, aimed at maximizing propulsive efficiency under lift and thrust constraints. This is done with an inviscid three-dimensional unsteady vortex lattice method, whose lack of fidelity is offset by a relatively inexpensive computational cost. The design is performed with a gradient-based optimization, where gradients are computed with an analytical sensitivity analysis. Wake terms provide the only connection between the forces generated at disparate time steps, and must be included to compute the derivative of the aerodynamic state at a time step with respect to the wing shape at all previous steps. The cyclic wing morphing, superimposed upon the flapping motions, is defined by a series of spatial and temporal approximations. The generalized coordinates of a finite number of twisting and bending modes are approximated by cubic splines. The amplitudes at the control points provide design variables; increasing the number of variables (providing the wing morphing with a greater degree of spatial and temporal freedom) is seen to provide increasingly superior designs, with little increase in computational cost. I. Introduction HE design and optimization of artificial flapping wing flyers presents considerable difficulties in terms of computational cost: the complex physical phenomena associated with the flight (unsteady low Reynolds number vortical flows in conjunction with a nonlinear elastic wing surface undergoing large prescribed rotations and translations) may require a high-fidelity computational tool. Furthermore, the search optimization process typically requires many function evaluations to converge to a relevant optimum. Lower fidelity numerical tools may help alleviate the burden, either used during the search process in conjunction with a higher-fidelity model 1
136 citations
TL;DR: In this paper, the role of wing and fin flexibility in flapping locomotion was studied through experiment and numerical simulation of a freely moving wing that can pitch passively as it is actively heaved in a fluid.
Abstract: To better understand the role of wing and fin flexibility in flapping locomotion, we study through experiment and numerical simulation a freely moving wing that can “pitch” passively as it is actively heaved in a fluid. We observe a range of flapping frequencies corresponding to large horizontal velocities, a regime of underperformance relative to a clamped (nonpitching) flapping wing, and a surprising, hysteretic regime in which the flapping wing can move horizontally in either direction (despite left/right symmetry being broken by the specific mode of pitching). The horizontal velocity is shown to peak when the flapping frequency is near the immersed system’s resonant frequency. Unlike for the clamped wing, we find that locomotion is achieved by vertically flapped symmetric wings with even the slightest pitching flexibility, and the system exhibits a continuous departure from the Stokesian regime. The phase difference between the vertical heaving motion and consequent pitching changes continuously with the flapping frequency, and the direction reversal is found to correspond to a critical phase relationship. Finally, we show a transition from coherent to chaotic motion by increasing the wing’s aspect ratio, and then a return to coherence for flapping bodies with circular cross section.
125 citations
TL;DR: In this article, the motion of a flapping flat plate with a torsion spring acting about the pivot at the leading edge of the plate was studied numerically by means of a multiblock lattice Boltzmann method.
Abstract: Locomotion of a passively flapping flat plate has been studied numerically by means of a multiblock lattice Boltzmann method. A flexible plate is modelled by a rigid plate with a torsion spring acting about the pivot at the leading edge of the plate. A dynamic model of this kind is called a lumped-torsional-flexibility model. When the leading edge is forced to heave sinusoidally, the plate pitches passively and propels itself in the horizontal direction as a result of the fluid–plate interaction. We have investigated various aspects of the mechanics behind the behaviour of the flapping plate, including the periodic- and non-periodic-flow states, the spontaneous motion of the plate, vortical structure and how they compare to similar propulsion systems in animals. In the periodic-flow regime, two dynamical responses of the passively pitching plate (forward and backward movements) are observed. Which movement will occur depends only on the frequency ratio F of the natural frequency of the system and the heaving frequency associated with the lumped torsional flexibility. It is found that the plate will select the forward movement when F > 1 and the backward movement when F ≤ 1. In the forward-movement regime, analysis of the dynamical behaviours and propulsive properties of the passively pitching plate indicates that the torsional flexibility can remarkably improve the propulsive performance. In addition, four kinds of vortex structures in the near wake are identified, which mainly depend on the forward speed of the plate. Finally the forward movement is compared to the flapping-based locomotion of swimming and flying animals. The results obtained in this study are consistent with the observations and measurements of swimming and flying animals; thus, they may provide physical insights into understanding of the propulsive mechanisms of the flapping wings and fins of animals.
116 citations
TL;DR: The results indicate the feasibility of using flexible wings driven by a simple harmonic stroke for designing efficient microscale flying machines and reveal that large-amplitude resonance oscillations of elastic wings drastically enhance aerodynamic lift and efficiency of low-Reynolds-number plunging.
Abstract: Using three-dimensional computer simulations, we examine hovering aerodynamics of flexible planar wings oscillating at resonance. We model flexible wings as tilted elastic plates whose sinusoidal plunging motion is imposed at the plate root. Our simulations reveal that large-amplitude resonance oscillations of elastic wings drastically enhance aerodynamic lift and efficiency of low-Reynolds-number plunging. Driven by a simple sinusoidal stroke, flexible wings at resonance generate a hovering force comparable to that of small insects that employ a very efficient but much more complicated stroke kinematics. Our results indicate the feasibility of using flexible wings driven by a simple harmonic stroke for designing efficient microscale flying machines.
112 citations
TL;DR: In this paper, two tandem flexible flags in viscous flow were modelled by numerical simulation using an improved version of the immersed boundary method, and the flexible flapping flag and the vortices produced by an upstream flag were found to interact via either a constructive or destructive mode.
Abstract: Two tandem flexible flags in viscous flow were modelled by numerical simulation using an improved version of the immersed boundary method. The flexible flapping flag and the vortices produced by an upstream flag were found to interact via either a constructive or destructive mode. These interaction modes gave rise to significant differences in the drag force acting on the downstream flapping flag in viscous flow. The constructive mode increased the drag force, while the destructive mode decreased the drag force. Drag on the downstream flexible body was investigated as a function of the streamwise and spanwise gap distances, and the bending coefficient of the flexible flags at intermediate Reynolds numbers (200 ≤ Re ≤ 400).
108 citations
TL;DR: In this article, the effects of skin flexibility of the tested wings on their aerodynamic performances for both soaring and flapping flights were evaluated. And the results revealed that flapping motion would bring significant aerodynamic benefits when the flapping flight is in unsteady state regime with advance ratio (i.e., the ratio of forward flight speed to wingtip velocity) being smaller than 1.0.
TL;DR: In this article, a new control approach and a dynamic model for engineered flapping flight with many interacting degrees of freedom is presented, where the authors explore the applications of neurobiologically inspired control systems in the form of central pattern generators to control flapping-flight dynamics.
Abstract: This paper presents a new control approach and a dynamic model for engineered flapping flight with many interacting degrees of freedom. This paper explores the applications of neurobiologically inspired control systems in the form of central pattern generators to control flapping-flight dynamics. A rigorous mathematical and control theoretic framework to design complex three-dimensional wing motions is presented based on phase synchronization of nonlinear oscillators. In particular, we show that flapping-flying dynamics without a tail or traditional aerodynamic control surfaces can be effectively controlled by a reduced set of central pattern generator parameters that generate phase-synchronized or symmetry-breaking oscillatory motions of two main wings. Furthermore, by using Hopf bifurcation, we show that tailless aircraft alternating between flapping and gliding can be effectively stabilized by smooth wing motions driven by the central pattern generator network. Results of numerical simulation with a full six-degree-of-freedom flight dynamic model validate the effectiveness of the proposed neurobiologically inspired control approach.
TL;DR: In this paper, a motor-driven flapper was used to mimic the free flight of a beetle, Allomyrina dichotoma, which is not an active flyer.
TL;DR: This work uses a self-propelled flapping-wing model mounted on a "merry go round" to investigate the effect of wing compliance on the propulsive efficiency of the system and defines the ratio of the inertial forces deforming the wing to the elastic restoring force that limits the deformation as the elastoinertial number N(ei).
Abstract: Wing flexibility governs the flying performance of flapping-wing flyers. Here, we use a self-propelled flapping-wing model mounted on a "merry go round" to investigate the effect of wing compliance on the propulsive efficiency of the system. Our measurements show that the elastic nature of the wings can lead not only to a substantial reduction in the consumed power, but also to an increment of the propulsive force. A scaling analysis using a flexible plate model for the wings points out that, for flapping flyers in air, the time-dependent shape of the elastic bending wing is governed by the wing inertia. Based on this prediction, we define the ratio of the inertial forces deforming the wing to the elastic restoring force that limits the deformation as the elastoinertial number N(ei). Our measurements with the self-propelled model confirm that it is the appropriate structural parameter to describe flapping flyers with flexible wings.
TL;DR: In this paper, a back-stepping-based controller for autonomous landing of a rotary wing UAV (RUAV) is presented, which holds good for the full flight envelope control, is an extension of a back stepping algorithm for general rigid body velocity control.
Abstract: This paper presents a novel application of backstepping controller for autonomous landing of a rotary wing UAV (RUAV). This application, which holds good for the full flight envelope control, is an extension of a backstepping algorithm for general rigid body velocity control. The nonlinear RUAV model used in this paper includes the flapping and servo dynamics. The backstepping‐based controller takes advantage of the ‘decoupling’ of the translation and rotation dynamics of the rigid body, resulting in a two‐step procedure to obtain the RUAV control inputs. The first step is to compute desired thrusts and flapping angles to achieve the commanded position and the second step is to compute control inputs, which achieve the desired thrusts and flapping angles. This paper presents a detailed analysis of the inclusion of a flapping angle correction term in control. The performance of the proposed algorithm is tested using a high‐fidelity RUAV simulation model. The RUAV simulation model is based on miniature rotorcraft parameters. The closed‐loop response of the rotorcraft indicates that the desired position is achieved after a short transient. The Eagle RUAV control inputs, obtained using high‐fidelity simulation results, clearly demonstrate that this algorithm can be implemented on practical RUAVs.
TL;DR: In this article, an active flapping wing mechanism that generates four flapping patterns and a prototype micro aerial vehicle (MAV) has been demonstrated using a modified slider-crank (MSC).
TL;DR: In this paper, the relationship between flapping wing structure and the production of aerodynamic forces for micro air vehicle hovering flight by measuring full-field structural deformation and thrust generation was investigated.
Abstract: This experimental study investigates the relationship between flapping wing structure and the production of aerodynamic forces for micro air vehicle hovering flight by measuring full-field structural deformation and thrust generation. Results from four flexible micromembrane wings with different skeletal reinforcement demonstrate that wing compliance is crucial in thrust production: only certain modes of passive aeroelastic deformation allow the wing to effectively produce thrust. The experimental setup consists of a flapping mechanism with a single-degree-of- freedom rotary actuation up to 45 Hz at 70 deg stoke amplitude and with power measurement, a force and torque sensor that measures the lift and thrust, and a digital image correlation system that consists of four cameras capable of capturing the complete stroke kinematics and structural deformation. Several technical challenges related to the experimental testing of microflapping wings are resolved in this study: primarily, flapping wings less than 3 in. in length produce loads and deformations that are difficult to measure in an accurate and nonintrusive manner. Furthermore, the synchronization of the load measurement system, the vision-based wing deformation measurement system, and the flapping mechanism is demonstrated. Intensive data analyses are performed to extract useful information from the measurements in both air and vacuum.
TL;DR: In this article, the effects of a wing's twisting stiffness on the generated thrust force and the power required at different flapping frequencies were investigated using an experimental set-up to measure the unsteady aerodynamic and inertial forces.
TL;DR: In this paper, the effect of wing compliance on the generation of thrust and lift forces was evaluated using a test stand with a 250 g load cell along with a rigid linear air bearing to minimize friction and the dynamic behavior of the test stand.
Abstract: Compliant wing designs have the potential of improving flapping wing Micro-Air Vehicles (MAVs). Designing compliant wings requires a detailed understanding of the effect of compliance on the generation of thrust and lift forces. The low force and high-frequency measurements associated with these forces necessitated a new versatile test stand design that uses a 250 g load cell along with a rigid linear air bearing to minimize friction and the dynamic behavior of the test stand while isolating only the stationary thrust or lift force associated with drag generated by the wing. Moreover, this stand is relatively inexpensive and hence can be easily utilized by wing designers to optimize the wing compliance and shape. The frequency response of the wing is accurately resolved, along with wing compliance on the thrust and lift profiles. The effects of the thrust and lift force generated as a function of flapping frequency were also determined. A semi-empirical aerodynamic model of the thrust and lift generated by the flapping wing MAV on the new test stand was developed and used to evaluate the measurements. This model accounted for the drag force and the effects of the wing compliance. There was good correlation between the model predictions and experimental measurements. Also, the increase in average thrust due to increased wing compliance was experimentally quantified for the first time using the new test stand. Thus, our measurements for the first time reveal the detrimental influence of excessive compliance on drag forces during high frequency operation. In addition, we were also able to observe the useful effect of compliance on the generation of extra thrust at the beginning and end of upstrokes and downstrokes of the flapping motion.
TL;DR: An improved design of a biomimetic underwater vehicle (RoMan-II) inspired by manta ray is presented in this paper, where six flexible fin rays are adopted to drive two sided fins which generate thrust through flapping motions.
TL;DR: It is shown that, even at reduced frequencies as low as those of large bird flight, unsteady effects are present and non-negligible and have to be addressed by kinematic and morphological adaptations.
Abstract: Over the last decade, interest in animal flight has grown, in part due to the possible use of flapping propulsion for micro air vehicles. The importance of unsteady lift-enhancing mechanisms in insect flight has been recognized, but unsteady effects were generally thought to be absent for the flapping flight of larger animals. Only recently has the existence of LEVs (leading edge vortices) in small vertebrates such as swifts, small bats and hummingbirds been confirmed. To study the relevance of unsteady effects at the scale of large birds [reduced frequency k between 0.05 and 0.3, k=(pifc)/U(infinity); f is wingbeat frequency, U(infinity) is free-stream velocity, and c is the average wing chord], and the consequences of the lack of kinematic and morphological refinements, we have designed a simplified goose-sized flapping model for wind tunnel testing. The 2-D flow patterns along the wing span were quantitatively visualized using particle image velocimetry (PIV), and a three-component balance was used to measure the forces generated by the wings. The flow visualization on the wing showed the appearance of LEVs, which is typically associated with a delayed stall effect, and the transition into flow separation. Also, the influence of the delayed stall and flow separation was clearly visible in measurements of instantaneous net force over the wingbeat cycle. Here, we show that, even at reduced frequencies as low as those of large bird flight, unsteady effects are present and non-negligible and have to be addressed by kinematic and morphological adaptations.
TL;DR: In this article, an artificial butterfly mimicking the wing motion and wing shape of a swallowtail butterfly was analyzed using images taken with a high-speed video camera, and the results demonstrated that stable forward flight could be realized without active feathering or feedback control.
Abstract: Unlike other flying insects, the wing motion of swallowtail butterflies is basically limited to flapping because their fore wings partly overlap their hind wings, structurally restricting the feathering needed for active control of aerodynamic force. Hence, it can be hypothesized that the flight of swallowtail butterflies is realized with simple flapping, requiring little feedback control of the feathering angle. To verify this hypothesis, we fabricated an artificial butterfly mimicking the wing motion and wing shape of a swallowtail butterfly and analyzed its flights using images taken with a high-speed video camera. The results demonstrated that stable forward flight could be realized without active feathering or feedback control of the wing motion. During the flights, the artificial butterfly's body moved up and down passively in synchronization with the flapping, and the artificial butterfly followed an undulating flight trajectory like an actual swallowtail butterfly. Without feedback control of the wing motion, the body movement is directly affected by change of aerodynamic force due to the wing deformation; the degree of deformation was determined by the wing venation. Unlike a veinless wing, a mimic wing with veins generated a much higher lift coefficient during the flapping flight than in a steady flow due to the large body motion.
TL;DR: Force measurements on a dynamically scaled robotic wing undergoing realistic saccade kinematics showed that although passive aerodynamic damping due to FCT can account for a large part of the deceleration during saccades, active yaw torque from asymmetric wing motion is required to terminate body rotation.
Abstract: We systematically investigated the effect of body rotation on the aerodynamic torque generation on flapping wings during fast turning maneuvers (body saccades) in the fruit fly Drosophila. A quasi-steady aerodynamic simulation of turning maneuvers with symmetrically flapping wings showed that body rotation causes a substantial aerodynamic counter-torque, known as flapping counter-torque (FCT), which acts in the opposite direction to turning. Simulation results further indicate that FCTs are linearly dependent on the rotational velocity and the flapping frequency regardless of the kinematics of wing motion. We estimated the damping coefficients for the principal rotation axes - roll, pitch, yaw - in the stroke plane frame. FCT-induced passive damping exists about all the rotation axes examined, suggesting that the effects of body rotation cannot be ignored in the analysis of free-flight dynamics. Force measurements on a dynamically scaled robotic wing undergoing realistic saccade kinematics showed that although passive aerodynamic damping due to FCT can account for a large part of the deceleration during saccades, active yaw torque from asymmetric wing motion is required to terminate body rotation. In addition, we calculated the mean value of the damping coefficient at 21.00 x10(-12) N m s based on free-flight data of saccades, which is somewhat lower than that estimated by the simulation results (26.84 x 10(-12) N m s).
TL;DR: In this paper, the relationship between wing flexibility and aerodynamic force generation in flapping hovering flight was investigated. And the results from the flexible wing study, while generally supportive of the finding by Hamamoto et al. (Adv Robot 21(1-2):1-21-2007), also reveal the existence of a critical stiffness constant, below which lift coefficient deteriorates significantly.
Abstract: Insect wings are subjected to fluid, inertia and gravitational forces during flapping flight. Owing to their limited rigidity, they bent under the influence of these forces. Numerical study by Hamamoto et al. (Adv Robot 21(1–2):1–21, 2007) showed that a flexible wing is able to generate almost as much lift as a rigid wing during flapping. In this paper, we take a closer look at the relationship between wing flexibility (or stiffness) and aerodynamic force generation in flapping hovering flight. The experimental study was conducted in two stages. The first stage consisted of detailed force measurement and flow visualization of a rigid hawkmoth-like wing undergoing hovering hawkmoth flapping motion and simple harmonic flapping motion, with the aim of establishing a benchmark database for the second stage, which involved hawkmoth-like wing of different flexibility performing the same flapping motions. Hawkmoth motion was conducted at Re = 7,254 and reduced frequency of 0.26, while simple harmonic flapping motion at Re = 7,800 and 11,700, and reduced frequency of 0.25. Results show that aerodynamic force generation on the rigid wing is governed primarily by the combined effect of wing acceleration and leading edge vortex generated on the upper surface of the wing, while the remnants of the wake vortices generated from the previous stroke play only a minor role. Our results from the flexible wing study, while generally supportive of the finding by Hamamoto et al. (Adv Robot 21(1–2):1–21, 2007), also reveal the existence of a critical stiffness constant, below which lift coefficient deteriorates significantly. This finding suggests that although using flexible wing in micro air vehicle application may be beneficial in term of lightweight, too much flexibility can lead to deterioration in flapping performance in terms of aerodynamic force generation. The results further show that wings with stiffness constant above the critical value can deliver mean lift coefficient almost the same as a rigid wing when executing hawkmoth motion, but lower than the rigid wing when performing a simple harmonic motion. In all cases studied (7,800 ≤ Re ≤ 11,700), the Reynolds number does not alter the force generation significantly.
04 Jan 2010
TL;DR: In this article, a control strategy is proposed for a minimally-actuated flapping-wing micro air-vehicle (FWMAV) that is similar to the Harvard RoboFly that accomplished the first takeoff of an insect scale flapping wing aircraft.
Abstract: A control strategy is proposed for a minimally-actuated flapping-wing micro air-vehicle (FWMAV). The proposed vehicle is similar to the Harvard RoboFly that accomplished the first takeoff of an insect scale flapping wing aircraft, except that it is equipped with independently actuated wings. Using the derivation of the aerodynamic forces and moments from Part I, a control allocation strategy and a feedback control law are designed that enable the vehicle to achieve untethered, stabilized flight about a hover condition. Six degree-of-freedom maneuvers near hover are demonstrated as well. The control laws are designed to make use of two actuators that control the angular position of the wing in the stroke plane. The SplitCycle Constant-Period Frequency Modulation with Wing Bias technique, introduced in Part I, is used to allow each wing to generate non-zero cycleaveraged aerodynamic forces and moments. This technique modifies the frequencies of the up and down strokes to yield non-zero cycle-averaged drag due to the flapping motion of a wing. Additionally, the midpoint of the wingbeat profile can be modified by use of a wing bias. The bias is introduced to primarily provide pitching moment control. In this work, the sensitivities of cycle-averaged forces and moments with respect to the
TL;DR: It is shown experimentally that flapping foil kinematics consisting of a power downstroke and a feathering upstroke together with a properly timed in-line motion, similar to those employed in forelimb propulsion of sea turtles, can produce high thrust and be hydrodynamically as efficient as symmetrically flapping foils.
Abstract: We show experimentally that flapping foil kinematics consisting of a power downstroke and a feathering upstroke together with a properly timed in-line motion, similar to those employed in forelimb propulsion of sea turtles, can produce high thrust and be hydrodynamically as efficient as symmetrically flapping foils. The crucial parameter for such asymmetrically flapping foils is a properly sized and timed in-line motion, whose effect is quantified by a new parameter, the advance angle, defined as the angle of the foil trajectory with respect to the horizontal, evaluated at the middle of the power downstroke. We show, in particular, that optimal efficiency in high aspect ratio rigid foils, accompanied by significant thrust production, is obtained for Strouhal numbers in the range 0.2-0.6 for Reynolds number equal to 13,000, and for values of the advance angle around 0.55pi (100 deg.). The optimized kinematics consist of the foil moving back axially during the downstroke, in the direction of the oncoming flow, and rotating with a large pitch angle. This causes the force vector to rotate and become nearly parallel to the steady flow, thus providing a large thrust and a smaller transverse force. During the upstroke, the foil is feathering while it moves axially forward, i.e. away from the vorticity shed during the power stroke; as a result, the transverse force remains relatively small and no large drag force is produced. Observations from turtles confirm qualitatively the findings from the foil experiments.
TL;DR: Dynamic measurements suggest that a first-order linear model with stroke-average coefficients accurately captures the yaw dynamics of the system and an analysis of the stroke- average dynamics suggests that both damping and inertia will be important factors during rapid body saccades of a fruit fly.
Abstract: Recent studies suggest that fruit flies use subtle changes to their wing motion to actively generate forces during aerial maneuvers. In addition, it has been estimated that the passive rotational damping caused by the flapping wings of an insect is around two orders of magnitude greater than that for the body alone. At present, however, the relationships between the active regulation of wing kinematics, passive damping produced by the flapping wings and the overall trajectory of the animal are still poorly understood. In this study, we use a dynamically scaled robotic model equipped with a torque feedback mechanism to study the dynamics of yaw turns in the fruit fly Drosophila melanogaster. Four plausible mechanisms for the active generation of yaw torque are examined. The mechanisms deform the wing kinematics of hovering in order to introduce asymmetry that results in the active production of yaw torque by the flapping wings. The results demonstrate that the stroke-averaged yaw torque is well approximated by a model that is linear with respect to both the yaw velocity and the magnitude of the kinematic deformations. Dynamic measurements, in which the yaw torque produced by the flapping wings was used in real-time to determine the rotation of the robot, suggest that a first-order linear model with stroke-average coefficients accurately captures the yaw dynamics of the system. Finally, an analysis of the stroke-average dynamics suggests that both damping and inertia will be important factors during rapid body saccades of a fruit fly.
TL;DR: The extent to which the nonlinear rheological behavior of viscoelastic fluids can be exploited to break the constraints of the scallop theorem in the context of fluid pumping is considered.
Abstract: In a world without inertia, Purcell's scallop theorem states that in a Newtonian fluid a time-reversible motion cannot produce any net force or net flow. Here we consider the extent to which the nonlinear rheological behavior of viscoelastic fluids can be exploited to break the constraints of the scallop theorem in the context of fluid pumping. By building on previous work focusing on force generation, we consider a simple, biologically inspired geometrical example of a flapper in a polymeric (Oldroyd-B) fluid, and calculate asymptotically the time-average net fluid flow produced by the reciprocal flapping motion. The net flow occurs at fourth order in the flapping amplitude, and suggests the possibility of transporting polymeric fluids using reciprocal motion in simple geometries even in the absence of inertia. The induced flow field and pumping performance are characterized and optimized analytically. Our results may be useful in the design of micropumps handling complex fluids.
TL;DR: In this article, a strong coupling approach is applied to simulate highly flexible flapping wings interacting with fluid flows, where the fluid motion, solid motion, and their interaction are solved together by a single set of equations of motion on a fixed Eulerian mesh, with the elastic stress being solved on a Lagrangian mesh and projected back to the Eulerians.
Abstract: In this study, a strong-coupling approach is applied to simulate highly flexible flapping wings interacting with fluid flows. Here, the fluid motion, solid motion, and their interaction are solved together by a single set of equations of motion on a fixed Eulerian mesh, with the elastic stress being solved on a Lagrangian mesh and projected back to the Eulerian mesh. To provide necessary flapping mechanism, control cells are implemented in solid area (i.e., the wing) as "skeleton." The moving trajectory of the skeleton is therefore prescribed by a conventional direct-forcing type of immersed boundary method, while the rest of the wing moves passively through elasticity and fluid-structure interaction. This combined algorithm is then used to study the propulsion characteristics of flexible flapping wings with different elastic moduli and at different flapping frequencies and amplitudes. A two-dimensional NACA0012 airfoil is chosen as a model wing, and it is under active plunging defined by control cells and corresponding passive pitching motion. With different input parameters, very different wake structures can be observed. As a result, the coupled plunging-pitching motion can be either drag-producing or thrust-producing. Finally, passive pitching angle θ and nominal angle of attack α for flexible wings are defined to characterize the flapping motion. It is found that θ needs to be greater than 0.26 and α needs to be greater than 0.3 to generate thrust instead of drag for the flapping motion within the current parametric matrix.
24 Feb 2010
TL;DR: In this article, Computational Fluid Dynamics methods are used to resolve the flow around two-and three-dimensional flapping foils and wings, at the scale relevant to insect flight, move at large rotation angles, which is difficult to handle in existing mesh motion solvers.
Abstract: Both biological and engineering scientist have always been intrigued by the flight of insects and birds. For a long time, the aerodynamic mechanism behind flapping insect flight was a complete mystery. Recently, several experimental and numerical flow visualisations were performed to investigate the aerodynamics around flapping wings. Flapping wings produce both lifting and propulsive forces such that it becomes possible for insects and smaller bird species, e.g. hummingbirds, to stay aloft and hover, but also to perform extreme manoeuvres. Because of this versatility, insects and smaller birds are an inspiration for the development of flapping wing Micro Air Vehicles, small man-made flyer's to use in exploration and surveillance. In this thesis, Computational Fluid Dynamics methods are used to resolve the flow around two- and three-dimensional flapping foils and wings. Flapping wings, at the scale relevant to insect flight, move at large rotation angles, which is difficult to handle in existing mesh motion solvers. Therefore, existing methods to deform the mesh have been compared and improved. A relatively new method is implemented, based on the interpolation of radial basis functions. Using the mesh motion based on radial basis function interpolation, the flow around flapping airfoils and wings at hovering and forward flight conditions has been investigated. The forces and vortex patterns have been studied, especially the influence of wing kinematics on the leading-edge vortex. In addition, preliminary results are described of the effects by active wing flexing.