{"id":18690,"date":"2024-11-20T12:11:43","date_gmt":"2024-11-20T12:11:43","guid":{"rendered":"https:\/\/aerospacerepository.org\/?p=18690"},"modified":"2024-11-20T12:11:44","modified_gmt":"2024-11-20T12:11:44","slug":"time-resolved-piv-measurements-of-a-hybrid-morphing-naca4412-airfoil","status":"publish","type":"post","link":"https:\/\/aerospacerepository.org\/index.php\/2024\/11\/20\/time-resolved-piv-measurements-of-a-hybrid-morphing-naca4412-airfoil\/","title":{"rendered":"Time resolved PIV measurements of a hybrid morphing NACA4412 airfoil"},"content":{"rendered":"\n<p><strong>Johannes Scheller, Karl-Joseph Rizzo, Gurvan Jodin, Eric Duhayon, Jean-Francois Rouchon, Giles Harran, Marianna Braza<\/strong><\/p>\n\n\n\n<p><strong>DOI Number: N\/A<\/strong><\/p>\n\n\n\n<p><strong>Conference number: IFASD-2015-190<\/strong><\/p>\n\n\n\n<p>Particle image velocimetry (PIV) measurements are conducted at the trailing edge of a piezoelectric actuated airfoil in order to investigate the physical effect on the \ufb02ow via highfrequency low-amplitude actuation. Furthermore the effects of large-amplitude low frequency actuation modifying the airfoil camber are investigated using aerodynamic force measurements. A statistical analysis reveals the reduction of the Reynolds stress tensor components with increasing actuation frequency up to a frequency of 60 Hz. The modi\ufb01cation of the airfoil camber allows real-time control of the desired lift. The feasibility of the designed hybrid morphing mechanism under aerodynamic loads at a Reynolds number of 218, 000 was shown for both the large amplitude and the high frequent actuation.<\/p>\n\n\n\n<p><a href=\"https:\/\/aerospacerepository.org\/wp-content\/uploads\/2024\/11\/IFASD-2015-190.pdf\">Read the full paper here<\/a><\/p>\n\n\n\n<p><\/p>\n","protected":false},"excerpt":{"rendered":"<p><b>Johannes Scheller, Karl-Joseph Rizzo, Gurvan Jodin, Eric Duhayon, Jean-Francois Rouchon, Giles Harran, Marianna Braza<\/b><\/p>\n<p>DOI Number: N\/A<\/p>\n<p>Conference number: IFASD-2015-190<\/p>\n","protected":false},"author":2,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2413,2414],"tags":[766,1827,493,2762,561],"class_list":["post-18690","post","type-post","status-publish","format-standard","hentry","category-1-ifasd-2015","category-aeroservoelasticity-1-ifasd-2015","tag-aerodynamics","tag-morphing","tag-shear-layer","tag-time-resolved-piv","tag-turbulence","category-2413","category-2414","description-off"],"_links":{"self":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/18690","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/comments?post=18690"}],"version-history":[{"count":1,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/18690\/revisions"}],"predecessor-version":[{"id":18692,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/18690\/revisions\/18692"}],"wp:attachment":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/media?parent=18690"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/categories?post=18690"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/tags?post=18690"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}