Frederick T. Calkins

Energy-based hysteresis model for magnetostrictive transducers

This paper addresses the modeling of hysteresis in magnetostrictive transducers in the context of control applications that require an accurate characterization of the relation between input currents and strains output by the transducer. This relation typically exhibits significant nonlinearities and hysteresis because of inherent properties of magnetostrictive materials. The characterization considered here is based on the Jiles-Atherton mean field model for ferromagnetic hysteresis in combination with a quadratic moment rotation model for magnetostriction. As demonstrated by comparison with experimental data, the magnetization model very adequately quantifies both major and minor loops under various operating conditions. The combined model can then be used to accurately characterize output strains at moderate drive levels. The advantages of this model lie in the small number (six) of required parameters and its flexibility under a variety of operating conditions.

Overview of Magnetostrictive Sensor Technology

As sensors become integrated in more applications, interest in magnetostrictive sensor technology has blossomed. Magnetostrictive sensors take advantage of the efficient coupling between the elastic and magnetic states of a material to facilitate sensing a quantity of interest. Magnetic and magnetostrictive theory pertinent to magnetostrictive sensor technology is provided. Sensing configurations are based on the utilization of a magnetostrictive element in a passive, active, or combined mode. Magnetostrictive sensor configurations that measure motion, stress or force, torque, magnetic fields, target characteristics, and miscellaneous effects are discussed. The configurations are compared and contrasted in terms of application, sensitivity, and implementation issues. Comparisons are made to other common sensor configurations as appropriate. Experimental and modeling results are described when available and schematics of the configurations are presented.

Use of a Ni60Ti shape memory alloy for active jet engine chevron application: II. Experimentally validated numerical analysis

A shape memory alloy (SMA) composition of Ni60Ti40 (wt%) was chosen for the fabrication of active beam components used as cyclic actuators and incorporated into morphing aerospace structures. The active structure is a variable-geometry chevron (VGC) designed to reduce jet engine noise in the take-off flight regime while maintaining efficiency in the cruise regime. This two-part work addresses the training, characterization and derived material properties of the new nickel-rich NiTi composition, the assessment of the actuation properties of the active beam actuator and the accurate analysis of the VGC and its subcomponents using a model calibrated from the material characterization. The second part of this two-part work focuses on the numerical modeling of the jet engine chevron application, where the end goal is the accurate prediction of the VGC actuation response. A three-dimensional (3D) thermomechanical constitutive model is used for the analysis and is calibrated using the axial testing results from part I. To best capture the material response, features of several SMA constitutive models proposed in the literature are combined to form a new model that accounts for two material behaviors not previously addressed simultaneously. These are the variation in the generated maximum actuation strain with applied stress level and a smooth strain–temperature constitutive response at the beginning and end of transformation. The accuracy of the modeling effort is assessed by comparing the analysis deflection predictions for a given loading path imposed on the VGC or its subcomponents to independently obtained experimental results consisting of photogrammetric data. For the case of full actuation of the assembled VGC, the average error in predicted centerline deflection is less than 6%.

Use of a Ni60Ti shape memory alloy for active jet engine chevron application: I. Thermomechanical characterization

A shape memory alloy (SMA) with a composition of Ni60Ti40 (wt%) was chosen for the fabrication of active beam elements intended for use as cyclic actuators and incorporated into a morphing aerospace structure. The active structure is a variable-geometry chevron (VGC) designed to reduce jet engine noise in the take-off flight regime while maintaining efficiency in the cruise regime. This two-part work addresses the training, characterization and derived material properties of the new nickel-rich composition, the assessment of the actuation properties of the active beam actuator and the accurate analysis of the VGC and its subcomponents using a model calibrated from the material characterization. The characterization performed in part I of this work was intended to provide quantitative information used to predict the response of SMA beam actuators of the same composition and with the same heat treatment history. Material in the form of plates was received and ASTM standard tensile testing coupons were fabricated and tested. To fully characterize the material response as an actuator, various thermomechanical experiments were performed. Properties such as actuation strain and transformation temperatures as a function of applied stress were of primary interest. Results from differential scanning calorimetry, monotonic tensile loading and constant stress thermal loading for the as-received, untrained material are first presented. These show lower transformation temperatures, higher elastic stiffnesses (60–90 GPa) and lower recoverable transformation strains (≈1.5%) when compared to equiatomic NiTi (Nitinol). Stabilization (training) cycles were applied to the tensile specimens and characterization tests were repeated for the stable (trained) material. The effects of specimen training included the saturation of cyclically generated irrecoverable plastic strains and a broadening of the thermal transformation hysteresis. A set of final derived material properties for this stable material is provided. Finally, the actuation response of a structural beam component composed of the same material given the same thermomechanical processing conditions was assessed by applying a constant bias load and a variable bias load as thermal actuation cycles were imposed.

Shape Memory Alloy Based Morphing Aerostructures

In order to continue the current rate of improvements in aircraft performance, aircraft and components which are continuously optimized for all flight conditions, will be needed. Toward this goal morphing-capable, adaptive structures based on shape memory alloy (SMA) technology that enable component and system-level optimization at multiple flight conditions are being developed. This paper reviews five large-scale SMA based technology programs initiated by The Boeing Company. The SAMPSON smart inlet program showed that fully integrated SMA wire bundles could provide a fighter aircraft with a variable engine inlet capability. The reconfigurable rotor blade program demonstrated the ability of highly robust, controlled 55-Nitinol tube actuators to twist a rotor blade in a spin stand test to optimize rotor aerodynamic characteristics. The variable geometry chevron (VGC) program, which was the first use of 60-Nitinol for a major aerospace application, included a flight test and static engine test of the GE90-115B engine fitted with controlled morphing chevrons that reduced noise and increased engine efficiency. The deployable rotor tab employed tube actuators to deploy and retract small fences capable of significantly reducing blade-vortex interaction generated noise on a rotorcraft. Most recently, the variable geometry fan nozzle program has built on the VGC technology to demonstrate improved jet engine performance. Continued maturation of SMA technology is needed in order to develop innovative applications and support their commercialization.

Boeing's variable geometry chevron: morphing aerospace structures for jet noise reduction

Boeing is applying cutting edge smart material actuators to the next generation morphing technologies for aircraft. This effort has led to the Variable Geometry Chevrons (VGC), which utilize compact, light weight, and robust shape memory alloy (SMA) actuators. These actuators morph the shape of chevrons on the trailing edge of a jet engine in order to optimize acoustic and performance objectives at multiple flight conditions. We have demonstrated a technical readiness level of 7 by successfully flight testing the VGCs on a Boeing 777-300ER with GE-115B engines. In this paper we describe the VGC design, development and performance during flight test. Autonomous operation of the VGCs, which did not require a control system or aircraft power, was demonstrated. A parametric study was conducted showing the influence of VGC configurations on shockcell generated cabin noise reduction during cruise. The VGC system provided a robust test vehicle to explore chevron configurations for community and shockcell noise reduction. Most importantly, the VGC concept demonstrated an exciting capability to optimize jet nozzle performance at multiple flight conditions.

Advanced methods for the analysis, design, and optimization of SMA-based aerostructures

Engineers continue to apply shape memory alloys to aerospace actuation applications due to their high energy density, robust solid-state actuation, and silent and shock-free operation. Past design and development of such actuators relied on experimental trial and error and empirically derived graphical methods. Over the last two decades, however, it has been repeatedly demonstrated that existing SMA constitutive models can capture stabilized SMA transformation behaviors with sufficient accuracy. This work builds upon past successes and suggests a general framework by which predictive tools can be used to assess the responses of many possible design configurations in an automated fashion. By applying methods of design optimization, it is shown that the integrated implementation of appropriate analysis tools can guide engineers and designers to the best design configurations. A general design optimization framework is proposed for the consideration of any SMA component or assembly of such components that applies when the set of design variables includes many members. This is accomplished by relying on commercially available software and utilizing tools already well established in the design optimization community. Such tools are combined with finite element analysis (FEA) packages that consider a multitude of structural effects. The foundation of this work is a three-dimensional thermomechanical constitutive model for SMAs applicable for arbitrarily shaped bodies. A reduced-order implementation also allows computationally efficient analysis of structural components such as wires, rods, beams and shells. The use of multiple optimization schemes, the consideration of assembled components, and the accuracy of the implemented constitutive model in full and reduced-order forms are all demonstrated.

Variable Geometry Chevrons for Jet Noise Reduction

Boeing is applying cutting edge smart material actuators to the next generation morphing technologies for aircraft. This effort has led to the Variable Geometry Chevrons (VGC), which utilize compact, light weight, and robust shape memory alloy (SMA) actuators. These actuators morph the shape of chevrons on a jet engine fan nozzle trailing edge in order to optimize acoustic and performance objectives at multiple flight conditions. We have completed a flight test of the VGC system on a Boeing 777-300ER with GE-115B engines. In this paper we describe the VGC design, development and performance during flight test. We demonstrated autonomous operation of the VGCs, which did not require a control system or aircraft power. The VGC concept demonstrated an exciting capability to optimize jet nozzle performance at multiple flight conditions. The VGC system provided a robust test vehicle to explore chevron configurations for community and shock-cell noise reduction. This capability was demonstrated with two examples of a parametric study which showed the influence of VGC configurations on community noise reduction and shock-cell generated cabin noise reduction during cruise.

Statistical Analysis of Terfenol-D Material Properties:

This article focuses on the characterization of Terfenol-D material properties under magnetic bias, mechanical preloads, AC drive fields, frequencies of operation, and mechanical loads typical of many dynamic transducer applications. These are test conditions unlike those in most Terfenol-D characterization studies. The article also provides an explanation for prior experimental studies which suggest that significant variation in material properties are expected in Terfenol-D elements subjected to repeated tests under fixed operating conditions. Through a statistical framework for the design of experiments and data analysis, we conducted repeatability tests which demonstrate that such variations are likely to be due to imperfect control of the magnetic bias and mechanical preload from test to test, and not to intrinsic material behavior. Frequency response measurements from near DC to past the test transducers fundamental frequency were combined with classical electroacoustics theory to determine the functional dependence of magnetoelastic properties with respect to varying operating regimes. These properties include two elastic moduli, piezomagnetic coefficient, magnetomechanical coupling coefficient, and two magnetic permeabilities. Analysis of variance (ANOVA) calculations were employed to determine 95% prediction and confidence intervals for the overall material property trends and coefficients of variation associated with the repeatability tests.

Single dielectric barrier discharge plasma actuators for improved airfoil performance

The applicability of single dialectic barrier discharge plasma actuators for use as active flow control devices, capable of enhancing the performance of airfoils, was assessed in this investigation. Measurements were carried out on two thick airfoils with simple flaps: a NACA0021 and an airfoil that is similar to those commonly used on tiltrotor aircraft. The chord length of the airfoils was approximately 0.3 and 0.25 m, respectively, and the span was approximately 0.6 m. They were both tested in the same wind tunnel with a test section of 0.6 x 1.1 m. Freestream velocities varying from 5 to 15 m/s were tested, corresponding to chord Reynolds numbers ranging between 0.8 × 10 5 and 3 × 10 5 . The lift, moment, and form drag were obtained from the pressure distributions over the airfoils surface, and the total drag was calculated from a wake survey. The range of incidence angles α varied from ―4deg <α < +20 deg and flap deflections δ f of 0 and 15 deg were tested. The location of the actuation was also altered. Two data sets are presented: one in which the actuator was placed at approximately 5 % of the chord and the other in which it was located just upstream of the flap shoulder at a chord location corresponding to about 75 %. The momentum input of the single dialectic barrier discharge plasma actuators was measured with a hot wire and was in good agreement with previously published results. The input momentum is very weak and is not sufficient to prevent separation at Reynolds numbers greater than 100,000. The single dialectic barrier discharge plasma actuators used in this study may only provide sufficient momentum to be effective at very low Reynolds numbers, such as those appropriate to micro air vehicles. Under special circumstances, their passive presence on the surface may trip the boundary layer, making it more resistant to separation, but in those cases, a proper roughness strip or vortex generators may delay separation more effectively.