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Design and analysis of roto – Cylindrical wing for a drone aircraft
Materials Today: Proceedings xxx (xxxx) xxx
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Design and analysis of roto – Cylindrical wing for a drone aircraft Hari Kamal Pitchiah a, A. Arul Marcel Moshi b a b
Mechanical Engineering, Universität Düsseldorf, Düsseldorf, North Rhine Westphalia, Germany Department of Mechanical Engineering, National Engineering College, Kovilpatti 628 503, TamilNadu, India
a r t i c l e
i n f o
Article history: Received 17 May 2019 Received in revised form 8 July 2019 Accepted 10 July 2019 Available online xxxx Keywords: Magnus wing rotor Unmanned vehicle Axially fixed spiral spokes Vortex strength Roto-cylindrical wing
a b s t r a c t Drone is an aircraft, which is specially designed without the aid of pilots. Drones are used in many areas such as surveillance, military and agricultural applications. The conventionally used drone aircrafts have been analyzed and some drawbacks have been found out in taking off as it requires long take off distance. This work aims to design an effective magnus wing rotor for a drone aircraft and to implement the same in the surveillance industry and in reconnaissance so as to make sure that the current indifference in applying the magnus wing rotor is eliminated by the effective functioning of the UMV Rotor. This refurbished design will increase the reliability of the magnus wing UMVs and it will equalize the commercial value with the other type of drone vehicles. The lift force generated by the fixed aircraft and the quadcopter is very less when compared to the magnus wing UMVs with the similar wingspan and fuselage geometry. The wingspan is greatly reduced by the magnus wing application and it can carry greater payload with tremendous lift force generation. The main objective of the proposed work is to redesign the rotor with the axially fixed spiral spokes which theoretically increases the vortex strength of the UMVs thereby increasing the lift of the cylinder as per the analytical calculation and the analysis of the particular drone design. The magnus wing rotor has a drawback as it suffers an abrupt lifting failure when there is any power cut off. The span discs attached at the ends will reduce the jeopardy by acting like a flywheel as a temporary energy storage mechanism and thereby giving an option for the application in the relevant industries. Ó 2019 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility of the scientific committee of the International Conference on Materials Engineering and Characterization 2019.
1. Introduction Literature study has been extensively made to get required idea for carrying out the proposed work. Emmanouil et al. reviewed the so far studies on the transportation and traffic engineering application areas of Unmanned Aerial Aircraft Systems (UAS). As a result of the extensive literature study, they have detailed few application areas of UAS such as traffic monitoring, road construction, photogrammetry, freight delivery and remote sensing. Few limitations also have been mentioned as suitability in adverse weather condition and video stability in 2016 [5]. Colomina et al. discussed about the evolution and current scenario of UAS in the area of remote sensing and photogrammetry. In their article, they explained briefly about the Ground Control Stations which monitor and command the drones from the stationary location on sea, air or at ground [8]. Margarita Mulero-Pazmany et al. exclaimed about the UAS as a source of anthropogenic disturbance for wildlife. They did an
attempt with the various animals’ reactions for the UAS and reported that wild animals get disturbed by UAS depending upon their size, engine type and flight pattern. Also, they have provided some suggestions and guidelines to the drone manufacturers to overcome these problems [13]. Philip Boucher elaborated the use of drones in both military and non-military applications such as in industrial, recreational, state and commercial purposes [17]. Seung Yeob Nam et al. investigated on localizing the drones with the help of multiple image sensors like cameras connected via sensor networks. In their proposed method, image sensors will measure the angle of elevation and azimuth angle of the drone and send the detail to a collector node to estimate the exact location [19]. Evsen Yanmaz et al. implemented a high level multi drone system and demonstrated its prospective in aerial monitoring, rescue and disaster assistance. They reported that defining the interaction between coordination, communication, constraints and sensing should be well – focused for the effective design of drones [6].
https://doi.org/10.1016/j.matpr.2019.07.313 2214-7853/Ó 2019 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility of the scientific committee of the International Conference on Materials Engineering and Characterization 2019.
Please cite this article as: H. K. Pitchiah and A. A. M. Moshi, Design and analysis of roto – Cylindrical wing for a drone aircraft, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.07.313
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Per Frank Elius et al. investigated on the development and user value of UAS. It was reported that drones are helpful to the farmers in higher quantity cum quality products by reducing the chemicals [16]. David W. Matolak detailed few fundamental characteristics of drone communications. Even though the altitude of the drones can be of very low, the major communications’ advantage is that it can move over the local obstacles [3]. Federica Bazzano et al. aimed to make a drone with autonomous operating system which is capable of assisting UAV controllers by forecasting the changes in the mental workload, and proved that the proposed model will predict the appropriate level of autonomy with 83.44 percentage of accuracy [7]. Blanca De Miguel et al. analyzed the drone sectors in European industries. They stated the main limitation in the development of the industries in Europe as regulations which shorten the use of UAS by mainly focusing on privacy/security and safety [1]. Christoforos Kanellakis et al. presented the current development of drones in their research article. They have analyzed and reported the autonomous agents of the drones as target tracking, obstacle detection, position – altitude control, pose prediction and mapping [2]. Youngjib Ham et al. discussed about the camera-equipped drones in visual monitoring of civil infrastructure systems. They stated that the drones need to be equipped with autonomous path planning, autonomous take-off and landing steps and self – decision making on the method of data collection [20]. From the literature survey, it can be observed that many researchers in the past decade have concentrated on the various aspects of drones. Research works explained the enormous application areas of drones, the attempts made to model the autonomous/semi-autonomous drones, from which the leading role of drones in current scenario was understood. The main objective of the current work is to implement the Magnus effect over an aircraft wing with an ambitious yet prospective view of extending the limitations of a conventional aircraft wing. The important phenomenon of this work is to incorporate this magnus wing in the surveillance field and also in the reconnaissance respectively. The work generally deals with the design of next generation aircraft build with the rotational cylindrical wing.
2. Magnus effect The Magnus wing technology is an under-rated phenomenon as it is not preferred by most of the commercial aircraft suppliers in any of the applications. Even though the recently developed drones have some superior advantages, the alternative option is needed due to some trivial yet risky demerits present in their functions. This unsung technology motivated us in improving the function by redesigning the wing profile thereby making it as a commercial product. This Magnus wing technology will definitely rule the future as it has some dominant advantages than the conventionally used fixed wing aircraft. Even it may be applied in the commercial passenger and freight aircraft if the demerits of the technology are eliminated. This is because of the following advantages of the spinning Magnus effect wings. Spinning wing is made up of cylindrical rollers mounted on the frame and hence it requires simple design and manufacturing process when compared to the flap type fixed wing aircraft. Surveillance RC drones are generally used in low altitude since its intention is to delineate the ground area to the controller through video coverage. In addition, controlling of the spinning wing RC Plane is very much easier when compared to other type of winged planes. Small wings are one of its main advantages since it eliminates the greater wing span for the reconnaissance RC plane. Spinning wing surveillance drone can also withstand greater loads when compared to other surveillance aircraft and hence it can carry some payload to the reconnaissance area. The drone
Fig 1. Magnus effect.
Fig 2. Model prototype.
can also take off in a shorter run way which is an advantage as it can also be used in the limited land area with successful operation. The magnus effect is the effect that occurs when the circular body rotates in the fluid medium; it generates a lift along the ‘y’ direction due to the pressure gradient along the upper and lower sides of the cylinder [14]. As referred from the faculty of physics from Seattle University, the simple block diagram of magnus wing is shown in Fig. 1. The magnus wing rotor model is referred from the spam wise magnus rotor from the Prof. Jost Seifert’s design of the rotor as shown in Fig. 2, which is published in American institute of aeronautics and astronautics [9]. 3. Design of the proposed model The methodological approach describes the way by which the model of the magnus wing is adopted and the geometrical details. The magnus wing has been incorporated with the spirally shaped spokes and it has been analyzed compared with the existing model. In addition, the analytical calculation gives us the values of the design parameters of wings which describe the performance of the rotor. 3.1. Magnus wing design The Methodology adapted to the design of Magnus wing for a drone aircraft is described as follows. The design objective of the proposed work is to eliminate some of the disadvantages of the
Please cite this article as: H. K. Pitchiah and A. A. M. Moshi, Design and analysis of roto – Cylindrical wing for a drone aircraft, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.07.313
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Magnus wing application. A plethora of research is in progress based on the reduction in the drawbacks of Magnus wing design. Various studies have been made based on the wing design and it was understood that spokes attachment to the outer surface area of the cylinder will refurbish the performance of the wing. There is some of the spokes attachment designs which had been experimented already have been referred to gain required knowledge about the aerodynamic parameters of the Magnus wing. Of all the experimented design, the spirally arranged spokes which are nothing but spiral shaped vanes attached to the surface area of the cylinder which have not been analyzed so far for Magnus wing design. These vanes of spiral shape will act like axial turbine blades and it will make use of the incident air velocity as the surplus energy source when it runs in an optimum motor rotation in an air fluid medium. The skeleton views of the cylinder wing with and without the inner reinforced discs are shown in the Figs. 3 and 4. This inner reinforcement is there to make sure that the wing is of high strength as it slides in the high pressure air
medium with heavy turbulence of the air molecules with greater Reynolds number. This design is referred from the NACA (National Advising committee for Aeronautics) which is the basic standard followed globally for any kind of aero modelling and for the aero dynamic design and materials selection [10]. 3.2. Axially fixed spiral spokes The Spokes are attached to enhance the performance of the Magnus wing as per the conceptual design which states that the spirally attached component will behave like an axial turbine with the air medium as a fluid and it increases the efficiency of the energy consumption. So, analytical calculations were made for the analysis of the spiral spokes design and manipulated the results as per the principle followed by the Magnus effect. In addition to the spiral design, the span discs are attached to the edges of the cylinder with the diameter of about D ¼ 2d where D = Diameter of the span discs and d = diameter of the shaft. The Attachment of span disc has certain superior advantages that it will provide reaction force for the ‘y’ component thrust exerted from the wing while the Magnus rotor is in operation. These span discs will also increase the stability of the medium as it behaves like a flywheel by storing the excess energy or angular momentum attained by the wing shaft. This angular velocity will be utilized to balance the power deviation whenever there is any power cut off. This additional attachment will reduce the impact of crash landing as it gives sufficient time to land the vehicle when there is any power fluctuation. The Dimensions of the rotor design follows the standard of NACA and the rotor diameter and the selection of power sources are followed as per the similar Magnus wing models. In the proposed work, it has been dealt with the design of the rotor and its analysis of the model in the fluid medium. The details of the geometry of the model are described in Table 1. This geometry is considered for the analysis of the model. The processing parameters responsible for the analysis includes the length of the rotor and the corresponding area which plays an important role in the drag coefficient and the maximum speed of the rotor powered by the Brushless DC motor with the operating conditions and the external factors such as power losses are considered.
Fig 3. Spiral spoke attachment.
3.3. Selection of materials Materials are selected as per the NACA advising committee as most of the aerodynamic model will follow those regulations while designing the flight simulators. The Carbon fiber tubes are the most preferable materials for circular cross-sectional frames as it provides greater strength-to-weight ratio which is also called as specific strength (kN.m/kg). Titanium (Ti-5553) is also preferred and experimented as it has high strength and good corrosive resistant property [18]. Foam plates made of PS (Poly styrene) or
Table 1 Geometrical data of the model. S. No.
Parameter
Value/Type
1. 2. 3. 4. 5. 6. 7.
Diameter of the rotor shaft and frame Wing span Cylinder cover radius Length of the single Magnus wing Bearing Spoke thickness Vane angle and rotations in the wing Power source Actuator
50 mm 800 mm 102 mm 32 mm Deep Groove Ball Bearing 15 mm 45 degree and 2 complete rotations Li – polymer battery Brushless DC motor
8. 9. Fig 4. Magnus Wing Model.
Please cite this article as: H. K. Pitchiah and A. A. M. Moshi, Design and analysis of roto – Cylindrical wing for a drone aircraft, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.07.313
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aluminium foam plates are used and the span discs are made of aluminium alloys as it is suitable for any aviation materials [18]. Spiral spokes have been manufactured by casting with the cylinder cover and it is polyurethane based thermoset elastomers or the polymer aerogel which are used since it has more flexibility with high shear strength and increased resistance to wear and at high temperature. The system is driven by a rope drive powered by the 12v 2700 rpm DC gear motor as it has good weight to power ratio. 3.4. Analytical calculation of magnus wing rotor
L ¼rVG
ð1Þ
The above equation (1) gives lift-per-unit length because the flow is two dimensional (the longer the cylinder, the greater will be the lift). Determining the vortex strength G (m-rev/min) takes a little more math. The vortex strength G equals the rotational speed Vr (m/sec) times the circumference of the cylinder. If b(m) is the radius of the cylinder,
G ¼ 2p b Vr
ð2Þ
3.6. Calculation of drag force along the ‘x’ direction of the cylinder
The concept of flight mechanics are taken into consideration for the effective execution of the proposed drone. The theoretical model calculation of the lateral and longitudinal directional motion along the XYZ axes portrays the magnitude of lift and drag force executed by the particular Magnus Wing which is described briefly. 3.5. Calculation of lift force along the y-direction of the magnus wing rotor The aim of the magnus wing rotor shape is to create in the ‘y’ direction and the flow field which are governed are two dimensional which is not so complex when compared to the three dimensional curve ball. However, the details which correspond to the cylinder are still ambiguous as the air molecules surrounding the cylinder as discussed in the sliding properties of air. The magnitude of the force was calculated by two known aerodynamicists, Joukowski in Russia and Kutta from Germany. The lift equation for a rotating cylinder bears their names. The equation relates the lift L per unit length, density r (slugs/m3 or g/m3) of the flow, Velocity V (m/s) of the flow, and the strength of the vortex G(m-rev/min) that is established by the rotation [15].
Table 2 Analytical results of Vortex strength and lift force generation in the axially fixed spiral spokes cylinder. S. No.
Speed (rpm)
Vortex Strength (m-rev/min)
Lift force on a single cylinder (N)
1. 2. 3. 4. 5. 6. 7.
150 400 800 1000 1400 1800 2000
61.61 164.29 328.58 410.73 575.02 739.32 821.46
93.96 250.56 501.12 626.41 876.97 1127.55 1252.82
The drag coefficient is a number which is meant to model the complex parameters of drag force on shape and flow conditions. The drag coefficient Cd can be predicted by the following Eq. (3) [15].
D Cd ¼ 0:5 r V2 A
ð3Þ
where, D – Drag force (N), r – Density (g/m3), A – Reference area (m2), and V – Velocity of the flow (m/s) 3.7. Finite element analysis on the magnus wing The Finite element analysis gives the information about the structural problem of the rotor and it is useful to find out when the component gets deformed and thereby it can be modified the design and the selection of the material appropriately. The displacement formulation is implemented for the model by using the SOLIDWORKS Simulation software which analyzed the plane stress, plane strain and axisymmetric values respectively [20]. 4. Results and discussion The values of Vortex strength and lift force generated for various speed conditions obtained from the calculation are presented in Table 2. The Lift generated is too high since the calculation has been done in the no load condition and hence it will not result the same while working as a commercial drone. From the results, it can be found that the vortex strength generated by the axially spokes is 1.25 times the vorticity generation of the cylinder without spokes. Thus, the result seems to be more efficient; in addition the span
Fig 5. Speed of the wing Vs Vortex Strength and lift force.
Please cite this article as: H. K. Pitchiah and A. A. M. Moshi, Design and analysis of roto – Cylindrical wing for a drone aircraft, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.07.313
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discs attached at the end of the cylinder is also playing the role of the flywheel as it stores the excess energy produced by the motor. And, it gives the power when there is any power fluctuation by serving as a battery. On the other hand, the model is also simulated in the software and it proves the increase in vorticity of the wing design when compared to the previous wing models. The results
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generated are graphically represented in Fig. 5. It is apparent that the vortex strength is proportional to the lift force and it helps to improve the overall performance of the rotor [12]. The drag force of the cylinder highly depends on its shape and the fluid flow in which it works. These conditions have been examined by NACA and generated the standard drag coefficients for different shapes. By keeping this as a reference to find the drag coefficient and substituted the value in the calculation of drag force in the cylinder design under operating condition. 4.1. FEA and CFD results
Fig 6. Flow analysis model.
Fig 7. Flow velocity vs Drag force.
It is found that the simulated spoke model in the simulation software provides the vorticity values which is very much high when compared to the wing without the spoke model design respectively. The drag force of this profile model greatly depends on the frontal area of the wing as the incident air flow will be normal to the surface area of the cylinder with the axially fixed spiral spokes. The simulated model is shown in Fig. 6. The confined area around the wing is considered for the simulation of the system with the inlet parameters assigned for the execution of the simulation. The parameters include the inlet flow velocity, type of the fluid medium, viscosity of the fluid medium, type of material used in the wing and the frontal area selection. The drag force values have been plotted against the corresponding flow velocity of the particular wing frame which is shown in Fig. 7. The nodal displacement is analyzed by the nodal evaluation process by placing the scopes along the area and it gives the exact magnitude of the stress over the inner region of the bearing. The analysis of the rotor is carried out for the three sets of the torque values and it is found obviously from the Fig. 8 that higher the torque greater the stress in the nodal area. The finite element method is used to analyse the stress distribution along the joints of the cylindrical wing respectively. The three dimensional non-linear finite element analyses is usually preferred because the load and displacement function changes with respect to time thereby the stiffness matrix generated for every single iterations are different in this simulation process. In this analysis, the cylindrical coordinates (r,h,z) is used instead of the Cartesian coordinate system [12]. The quadrilateral or quad mesh elements are used as it provides good numerical solutions for the complex geometrical conditions and it is an isoperimetric type of elements which uses the same shape functions for the geometry and the displacement system
Fig 8. Nodal Stress Distribution at various Torque values (9.58Nm, 30Nm, 40Nm).
Please cite this article as: H. K. Pitchiah and A. A. M. Moshi, Design and analysis of roto – Cylindrical wing for a drone aircraft, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.07.313
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respectively. The number of elements to be chosen depends on the type of geometry and in order obtains a high degree of accuracy; a medium sized mesh is used and is carefully examined in the corners where the mesh quality will usually degrade resulting in unreliable results. The boundary of the some elements in the meshing has a curved path instead of the linear boundary which can be more difficult for the solver to calculate the area integral of the element. Hence, the gauss curvature approach has been selected to carry out the integration in the elements having curved boundaries. The results of the analysis are shown in the Fig. 8.
5. Comparison of results with the constant circumferential speed over the airfoil type wing: The results of the lift force generated by using the axially fixed spiral spokes have been compared with the experimental
Fig 9. Aerofoil Frame Prototype [11].
results of the airfoil employed with the circumferential belt that rotates giving the Magnus effect for the conventional type of the wing. This type of the wing has two main parts which comprise of the conventional aerofoil frame which is symmetrical and the internal rotating belt which is powered by the motor with the help of the pulley. The experiment was done by K. Patkunam et al [11] for the above-mentioned type of the hybrid wing type and the results reveal the fact that lift speed generated is marginally increased by employing the circumferential belt mechanism. The picture representing the model is shown in Fig. 9 which is a prototype carried out by the K. Katkunam et al [11] by means of 3D Printing. The results of this experiment of aerofoil frame design as shown in Fig. 10 has been compared and studied with the simulation results of the spiral spoke Magnus rotor. The study comparing the spokes type Magnus wing with the airfoil employed with the rotating belt reveals the fact that the lift force generated by the latter is low when compared to the spokes type Magnus wing respectively. Though the rotating belt in the airfoil has gained some more lift energy compared to the conventional airfoil, the total available rotational Magnus energy has been underutilized as it can be generated more in case of employing the spokes in the outer surface of the cylinder as per the results. The result comparison for both the type of Magnus wing is shown for better visualization. Fig. 11 shows the lift generated by the spiral spokes Magnus wing (Lift 2) and the rotating belt imposed airfoil wing (Lift 1) with the same parameter settings which include the length of the active surface wing and the speed of rotation respectively. The amount of lift generated in the spokes attached Magnus wing is marginally higher than the other type which is due to the fact that the spiral spokes utilize more incident air velocity as the air flows along with the spokes and it acts as a turbine by generating surplus angular momentum. On the other hand, the rotating belt incorporated aerofoil wing seems to have increased lift force when compared to the conventional aerofoil wing but it has less lift generation than the axially fixed spiral spokes respectively. In addition, the spokes incorporated Magnus wing utilize single motor power source as it does not need any thrust like in the case of aerofoil type rotating belt wing which needs an initial thrust which requires an additional power source for effective operation. This results in the further complication as the number of powers course leads to a loss in energy which is avoidable in the case of spiral spokes type Magnus wing.
Fig 10. Experimental Setup [11].
Fig 11. Lift generation (N) Vs Motor Speed.
Please cite this article as: H. K. Pitchiah and A. A. M. Moshi, Design and analysis of roto – Cylindrical wing for a drone aircraft, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.07.313
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6. Conclusion The overall idea of this work is to modify the undermined rotor wing technology by modifying the design of the rotor and analysing it to make sure that the design of the rotational wing is improved with some superior characteristics. It is found that the rotational vorticity strength of the rotor has been increased drastically from the simulation output and the numerical analysis. This design has been the successor of many design models and it has been examined only after finding the marginal characteristics of the rotor when compared to the other models. The model has also been structurally analysed by following the finite element analysis computationally and it was performed for different rotor speeds with different torque values. The Finite element analysis also gives an overall idea about the material selection of the model as it is important while describing structural reliability of the model. It is found that the ends of the rotor attached to the frame is greatly stressed out with the bearing which is also subjected more stress. This analysis gives idea about the deformation point or breaking point of the model thereby it can be reduced the risk of deformation of the whole system. Thus, the overall aim of this work has been attained marginally by analyzing the modified rotor wing and numerous advancements will also be incorporated to determine the effective functioning of the rotational aircraft and also increase the application purpose of the aircraft by eliminating the drawbacks of the magnus effect in the industry.
References [1] Blanca De Miguel Molina, Marival Segarra Ona, The drone sector in Europe, Ethics Civil Drones (2018) 7–33. [2] Christoforos Kanellakis, George Nikolakopoulos, Survey on computer vision for UAVs: Current developments and trends, J. Intell. Robo. Syst. (2017). [3] David W. Matolak, 3D Air-X UAV Communications: Challenges and Channel Modeling, Springer International publishing AG, part of Springer Nature, 2018, pp. 3–15. [5] Emmanouil N. Barmpounakis, Eleni I. Vlahogianni, John C. Golias, Unmanned Aerial Aircraft Systems for transportation engineering: current practice and future challenges, Int. J. Transport. Sci. Technol. 5 (2016) 111–122.
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[6] Evsen Yanmaz, Saeed Yahyanejad, Bernhard Rinner, Hermann Hellwagner, Christian Bettstetter, Drone networks: Communication, coordination and sensing, Ad. Hoc. Networks 68 (2018) 1–15. [7] Federica Bazzano, Angelo Grimaldi, Fabrizio Lamberti, Gianluca Paravati, Marco Gaspordone, Adjustable autonomy for UAV supervision applications through mental workload assessment techniques, IHCI (2017) 32–44. [8] I. Colomina, P. Molina, Unmanned aerial systems for photogrammetry and remote sensing – a review, ISPRS J. Photogramm. Remote Sensing 92 (2014) 79–97. [9] Jost Seifert, Micro Air vehicle lifted by a Magnus rotor – a proof of concept, 50th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition 9th to 12th January 2012, Nasville, Tennessee, American institute of Aeronautics and Astronautics, 2012. [10] Jost Seifert, A review of the Magnus effect in aeronautics, Progress Aerosp. Sci. 55 (2012) 17–45. [11] K. Patkunam, Experimental study of Magnus effect over an aircraft wing, Int. J. Res. Eng. Technol. (2015). [12] Kent T. Danielson, Three dimensional finite element analysis in cylindrical coordinates for non linear solid mechanics problem, Finite Element Anal. Design (1997) 225–249. [13] Margarita Mulero-Pazmany, Susanne Jenni-Eiermann, Nicolas Strebel, Thomas Sattler, Juan Jose Negro, Zulima Tablado, Unmanned aircraft systems as a new source of disturbance for wildlife – a systematic review, PLoS One 12 (6) (2017) 1–14. [14] Online citation - https://www.seattleu.edu/scieng/physics/physics-demos/ thermodynamics/magnus-effect/ (by Dr.Alberg, Department of physics, Seattle University, Washington). [15] Online citation - https://www.grc.nasa.gov/www/k-12/airplane/cyl.html (‘‘Lift of rotating cylinder” by J.L.Kavandi) [16] Per Frankelius, Charlotte Norrman, Knut Johansen, Agricultural innovation and the role of institutions: lesson from the game of drones, J. Agric. Environ. Ethics (2017). [17] Philip Boucher, Domesticating the drone: the demilitarization of unmanned aircraft for civil markets, Sci. Eng. Ethics (2014). [18] Rolf Rohden, Magnus rotor comprising a guide roller cover, patented in Germany patent (publication number: 20130239859), patented on 19th September 2013. [19] Seung Yeob Nam, Gyanendra Prasad Joshi, Unmanned aerial vehicle localization using distributed sensors, Int. J. Distrib. Sensor Netwks. 13 (9) (2017) 1–8. [20] Youngjib Ham, Kevin K. Han, Jacob J. Lin, Mani Golparvar-Fard, Visual monitoring of civil infrastructure systems via-camera equipped unmanned aerial vehicles (UAVs): a review of related works, Visual. Eng. (2016).
Further reading [4] E. Newman, Turbulence reduction around magnus rotors” patented in US patent (publication number: 20090174192), patented on 9th July 2009.
Please cite this article as: H. K. Pitchiah and A. A. M. Moshi, Design and analysis of roto – Cylindrical wing for a drone aircraft, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.07.313
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Materials Today: Proceedings journal homepage: www.elsevier.com/locate/matpr
Design and analysis of roto – Cylindrical wing for a drone aircraft Hari Kamal Pitchiah a, A. Arul Marcel Moshi b a b
Mechanical Engineering, Universität Düsseldorf, Düsseldorf, North Rhine Westphalia, Germany Department of Mechanical Engineering, National Engineering College, Kovilpatti 628 503, TamilNadu, India
a r t i c l e
i n f o
Article history: Received 17 May 2019 Received in revised form 8 July 2019 Accepted 10 July 2019 Available online xxxx Keywords: Magnus wing rotor Unmanned vehicle Axially fixed spiral spokes Vortex strength Roto-cylindrical wing
a b s t r a c t Drone is an aircraft, which is specially designed without the aid of pilots. Drones are used in many areas such as surveillance, military and agricultural applications. The conventionally used drone aircrafts have been analyzed and some drawbacks have been found out in taking off as it requires long take off distance. This work aims to design an effective magnus wing rotor for a drone aircraft and to implement the same in the surveillance industry and in reconnaissance so as to make sure that the current indifference in applying the magnus wing rotor is eliminated by the effective functioning of the UMV Rotor. This refurbished design will increase the reliability of the magnus wing UMVs and it will equalize the commercial value with the other type of drone vehicles. The lift force generated by the fixed aircraft and the quadcopter is very less when compared to the magnus wing UMVs with the similar wingspan and fuselage geometry. The wingspan is greatly reduced by the magnus wing application and it can carry greater payload with tremendous lift force generation. The main objective of the proposed work is to redesign the rotor with the axially fixed spiral spokes which theoretically increases the vortex strength of the UMVs thereby increasing the lift of the cylinder as per the analytical calculation and the analysis of the particular drone design. The magnus wing rotor has a drawback as it suffers an abrupt lifting failure when there is any power cut off. The span discs attached at the ends will reduce the jeopardy by acting like a flywheel as a temporary energy storage mechanism and thereby giving an option for the application in the relevant industries. Ó 2019 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility of the scientific committee of the International Conference on Materials Engineering and Characterization 2019.
1. Introduction Literature study has been extensively made to get required idea for carrying out the proposed work. Emmanouil et al. reviewed the so far studies on the transportation and traffic engineering application areas of Unmanned Aerial Aircraft Systems (UAS). As a result of the extensive literature study, they have detailed few application areas of UAS such as traffic monitoring, road construction, photogrammetry, freight delivery and remote sensing. Few limitations also have been mentioned as suitability in adverse weather condition and video stability in 2016 [5]. Colomina et al. discussed about the evolution and current scenario of UAS in the area of remote sensing and photogrammetry. In their article, they explained briefly about the Ground Control Stations which monitor and command the drones from the stationary location on sea, air or at ground [8]. Margarita Mulero-Pazmany et al. exclaimed about the UAS as a source of anthropogenic disturbance for wildlife. They did an
attempt with the various animals’ reactions for the UAS and reported that wild animals get disturbed by UAS depending upon their size, engine type and flight pattern. Also, they have provided some suggestions and guidelines to the drone manufacturers to overcome these problems [13]. Philip Boucher elaborated the use of drones in both military and non-military applications such as in industrial, recreational, state and commercial purposes [17]. Seung Yeob Nam et al. investigated on localizing the drones with the help of multiple image sensors like cameras connected via sensor networks. In their proposed method, image sensors will measure the angle of elevation and azimuth angle of the drone and send the detail to a collector node to estimate the exact location [19]. Evsen Yanmaz et al. implemented a high level multi drone system and demonstrated its prospective in aerial monitoring, rescue and disaster assistance. They reported that defining the interaction between coordination, communication, constraints and sensing should be well – focused for the effective design of drones [6].
https://doi.org/10.1016/j.matpr.2019.07.313 2214-7853/Ó 2019 Elsevier Ltd. All rights reserved. Selection and peer-review under responsibility of the scientific committee of the International Conference on Materials Engineering and Characterization 2019.
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Per Frank Elius et al. investigated on the development and user value of UAS. It was reported that drones are helpful to the farmers in higher quantity cum quality products by reducing the chemicals [16]. David W. Matolak detailed few fundamental characteristics of drone communications. Even though the altitude of the drones can be of very low, the major communications’ advantage is that it can move over the local obstacles [3]. Federica Bazzano et al. aimed to make a drone with autonomous operating system which is capable of assisting UAV controllers by forecasting the changes in the mental workload, and proved that the proposed model will predict the appropriate level of autonomy with 83.44 percentage of accuracy [7]. Blanca De Miguel et al. analyzed the drone sectors in European industries. They stated the main limitation in the development of the industries in Europe as regulations which shorten the use of UAS by mainly focusing on privacy/security and safety [1]. Christoforos Kanellakis et al. presented the current development of drones in their research article. They have analyzed and reported the autonomous agents of the drones as target tracking, obstacle detection, position – altitude control, pose prediction and mapping [2]. Youngjib Ham et al. discussed about the camera-equipped drones in visual monitoring of civil infrastructure systems. They stated that the drones need to be equipped with autonomous path planning, autonomous take-off and landing steps and self – decision making on the method of data collection [20]. From the literature survey, it can be observed that many researchers in the past decade have concentrated on the various aspects of drones. Research works explained the enormous application areas of drones, the attempts made to model the autonomous/semi-autonomous drones, from which the leading role of drones in current scenario was understood. The main objective of the current work is to implement the Magnus effect over an aircraft wing with an ambitious yet prospective view of extending the limitations of a conventional aircraft wing. The important phenomenon of this work is to incorporate this magnus wing in the surveillance field and also in the reconnaissance respectively. The work generally deals with the design of next generation aircraft build with the rotational cylindrical wing.
2. Magnus effect The Magnus wing technology is an under-rated phenomenon as it is not preferred by most of the commercial aircraft suppliers in any of the applications. Even though the recently developed drones have some superior advantages, the alternative option is needed due to some trivial yet risky demerits present in their functions. This unsung technology motivated us in improving the function by redesigning the wing profile thereby making it as a commercial product. This Magnus wing technology will definitely rule the future as it has some dominant advantages than the conventionally used fixed wing aircraft. Even it may be applied in the commercial passenger and freight aircraft if the demerits of the technology are eliminated. This is because of the following advantages of the spinning Magnus effect wings. Spinning wing is made up of cylindrical rollers mounted on the frame and hence it requires simple design and manufacturing process when compared to the flap type fixed wing aircraft. Surveillance RC drones are generally used in low altitude since its intention is to delineate the ground area to the controller through video coverage. In addition, controlling of the spinning wing RC Plane is very much easier when compared to other type of winged planes. Small wings are one of its main advantages since it eliminates the greater wing span for the reconnaissance RC plane. Spinning wing surveillance drone can also withstand greater loads when compared to other surveillance aircraft and hence it can carry some payload to the reconnaissance area. The drone
Fig 1. Magnus effect.
Fig 2. Model prototype.
can also take off in a shorter run way which is an advantage as it can also be used in the limited land area with successful operation. The magnus effect is the effect that occurs when the circular body rotates in the fluid medium; it generates a lift along the ‘y’ direction due to the pressure gradient along the upper and lower sides of the cylinder [14]. As referred from the faculty of physics from Seattle University, the simple block diagram of magnus wing is shown in Fig. 1. The magnus wing rotor model is referred from the spam wise magnus rotor from the Prof. Jost Seifert’s design of the rotor as shown in Fig. 2, which is published in American institute of aeronautics and astronautics [9]. 3. Design of the proposed model The methodological approach describes the way by which the model of the magnus wing is adopted and the geometrical details. The magnus wing has been incorporated with the spirally shaped spokes and it has been analyzed compared with the existing model. In addition, the analytical calculation gives us the values of the design parameters of wings which describe the performance of the rotor. 3.1. Magnus wing design The Methodology adapted to the design of Magnus wing for a drone aircraft is described as follows. The design objective of the proposed work is to eliminate some of the disadvantages of the
Please cite this article as: H. K. Pitchiah and A. A. M. Moshi, Design and analysis of roto – Cylindrical wing for a drone aircraft, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.07.313
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Magnus wing application. A plethora of research is in progress based on the reduction in the drawbacks of Magnus wing design. Various studies have been made based on the wing design and it was understood that spokes attachment to the outer surface area of the cylinder will refurbish the performance of the wing. There is some of the spokes attachment designs which had been experimented already have been referred to gain required knowledge about the aerodynamic parameters of the Magnus wing. Of all the experimented design, the spirally arranged spokes which are nothing but spiral shaped vanes attached to the surface area of the cylinder which have not been analyzed so far for Magnus wing design. These vanes of spiral shape will act like axial turbine blades and it will make use of the incident air velocity as the surplus energy source when it runs in an optimum motor rotation in an air fluid medium. The skeleton views of the cylinder wing with and without the inner reinforced discs are shown in the Figs. 3 and 4. This inner reinforcement is there to make sure that the wing is of high strength as it slides in the high pressure air
medium with heavy turbulence of the air molecules with greater Reynolds number. This design is referred from the NACA (National Advising committee for Aeronautics) which is the basic standard followed globally for any kind of aero modelling and for the aero dynamic design and materials selection [10]. 3.2. Axially fixed spiral spokes The Spokes are attached to enhance the performance of the Magnus wing as per the conceptual design which states that the spirally attached component will behave like an axial turbine with the air medium as a fluid and it increases the efficiency of the energy consumption. So, analytical calculations were made for the analysis of the spiral spokes design and manipulated the results as per the principle followed by the Magnus effect. In addition to the spiral design, the span discs are attached to the edges of the cylinder with the diameter of about D ¼ 2d where D = Diameter of the span discs and d = diameter of the shaft. The Attachment of span disc has certain superior advantages that it will provide reaction force for the ‘y’ component thrust exerted from the wing while the Magnus rotor is in operation. These span discs will also increase the stability of the medium as it behaves like a flywheel by storing the excess energy or angular momentum attained by the wing shaft. This angular velocity will be utilized to balance the power deviation whenever there is any power cut off. This additional attachment will reduce the impact of crash landing as it gives sufficient time to land the vehicle when there is any power fluctuation. The Dimensions of the rotor design follows the standard of NACA and the rotor diameter and the selection of power sources are followed as per the similar Magnus wing models. In the proposed work, it has been dealt with the design of the rotor and its analysis of the model in the fluid medium. The details of the geometry of the model are described in Table 1. This geometry is considered for the analysis of the model. The processing parameters responsible for the analysis includes the length of the rotor and the corresponding area which plays an important role in the drag coefficient and the maximum speed of the rotor powered by the Brushless DC motor with the operating conditions and the external factors such as power losses are considered.
Fig 3. Spiral spoke attachment.
3.3. Selection of materials Materials are selected as per the NACA advising committee as most of the aerodynamic model will follow those regulations while designing the flight simulators. The Carbon fiber tubes are the most preferable materials for circular cross-sectional frames as it provides greater strength-to-weight ratio which is also called as specific strength (kN.m/kg). Titanium (Ti-5553) is also preferred and experimented as it has high strength and good corrosive resistant property [18]. Foam plates made of PS (Poly styrene) or
Table 1 Geometrical data of the model. S. No.
Parameter
Value/Type
1. 2. 3. 4. 5. 6. 7.
Diameter of the rotor shaft and frame Wing span Cylinder cover radius Length of the single Magnus wing Bearing Spoke thickness Vane angle and rotations in the wing Power source Actuator
50 mm 800 mm 102 mm 32 mm Deep Groove Ball Bearing 15 mm 45 degree and 2 complete rotations Li – polymer battery Brushless DC motor
8. 9. Fig 4. Magnus Wing Model.
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aluminium foam plates are used and the span discs are made of aluminium alloys as it is suitable for any aviation materials [18]. Spiral spokes have been manufactured by casting with the cylinder cover and it is polyurethane based thermoset elastomers or the polymer aerogel which are used since it has more flexibility with high shear strength and increased resistance to wear and at high temperature. The system is driven by a rope drive powered by the 12v 2700 rpm DC gear motor as it has good weight to power ratio. 3.4. Analytical calculation of magnus wing rotor
L ¼rVG
ð1Þ
The above equation (1) gives lift-per-unit length because the flow is two dimensional (the longer the cylinder, the greater will be the lift). Determining the vortex strength G (m-rev/min) takes a little more math. The vortex strength G equals the rotational speed Vr (m/sec) times the circumference of the cylinder. If b(m) is the radius of the cylinder,
G ¼ 2p b Vr
ð2Þ
3.6. Calculation of drag force along the ‘x’ direction of the cylinder
The concept of flight mechanics are taken into consideration for the effective execution of the proposed drone. The theoretical model calculation of the lateral and longitudinal directional motion along the XYZ axes portrays the magnitude of lift and drag force executed by the particular Magnus Wing which is described briefly. 3.5. Calculation of lift force along the y-direction of the magnus wing rotor The aim of the magnus wing rotor shape is to create in the ‘y’ direction and the flow field which are governed are two dimensional which is not so complex when compared to the three dimensional curve ball. However, the details which correspond to the cylinder are still ambiguous as the air molecules surrounding the cylinder as discussed in the sliding properties of air. The magnitude of the force was calculated by two known aerodynamicists, Joukowski in Russia and Kutta from Germany. The lift equation for a rotating cylinder bears their names. The equation relates the lift L per unit length, density r (slugs/m3 or g/m3) of the flow, Velocity V (m/s) of the flow, and the strength of the vortex G(m-rev/min) that is established by the rotation [15].
Table 2 Analytical results of Vortex strength and lift force generation in the axially fixed spiral spokes cylinder. S. No.
Speed (rpm)
Vortex Strength (m-rev/min)
Lift force on a single cylinder (N)
1. 2. 3. 4. 5. 6. 7.
150 400 800 1000 1400 1800 2000
61.61 164.29 328.58 410.73 575.02 739.32 821.46
93.96 250.56 501.12 626.41 876.97 1127.55 1252.82
The drag coefficient is a number which is meant to model the complex parameters of drag force on shape and flow conditions. The drag coefficient Cd can be predicted by the following Eq. (3) [15].
D Cd ¼ 0:5 r V2 A
ð3Þ
where, D – Drag force (N), r – Density (g/m3), A – Reference area (m2), and V – Velocity of the flow (m/s) 3.7. Finite element analysis on the magnus wing The Finite element analysis gives the information about the structural problem of the rotor and it is useful to find out when the component gets deformed and thereby it can be modified the design and the selection of the material appropriately. The displacement formulation is implemented for the model by using the SOLIDWORKS Simulation software which analyzed the plane stress, plane strain and axisymmetric values respectively [20]. 4. Results and discussion The values of Vortex strength and lift force generated for various speed conditions obtained from the calculation are presented in Table 2. The Lift generated is too high since the calculation has been done in the no load condition and hence it will not result the same while working as a commercial drone. From the results, it can be found that the vortex strength generated by the axially spokes is 1.25 times the vorticity generation of the cylinder without spokes. Thus, the result seems to be more efficient; in addition the span
Fig 5. Speed of the wing Vs Vortex Strength and lift force.
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discs attached at the end of the cylinder is also playing the role of the flywheel as it stores the excess energy produced by the motor. And, it gives the power when there is any power fluctuation by serving as a battery. On the other hand, the model is also simulated in the software and it proves the increase in vorticity of the wing design when compared to the previous wing models. The results
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generated are graphically represented in Fig. 5. It is apparent that the vortex strength is proportional to the lift force and it helps to improve the overall performance of the rotor [12]. The drag force of the cylinder highly depends on its shape and the fluid flow in which it works. These conditions have been examined by NACA and generated the standard drag coefficients for different shapes. By keeping this as a reference to find the drag coefficient and substituted the value in the calculation of drag force in the cylinder design under operating condition. 4.1. FEA and CFD results
Fig 6. Flow analysis model.
Fig 7. Flow velocity vs Drag force.
It is found that the simulated spoke model in the simulation software provides the vorticity values which is very much high when compared to the wing without the spoke model design respectively. The drag force of this profile model greatly depends on the frontal area of the wing as the incident air flow will be normal to the surface area of the cylinder with the axially fixed spiral spokes. The simulated model is shown in Fig. 6. The confined area around the wing is considered for the simulation of the system with the inlet parameters assigned for the execution of the simulation. The parameters include the inlet flow velocity, type of the fluid medium, viscosity of the fluid medium, type of material used in the wing and the frontal area selection. The drag force values have been plotted against the corresponding flow velocity of the particular wing frame which is shown in Fig. 7. The nodal displacement is analyzed by the nodal evaluation process by placing the scopes along the area and it gives the exact magnitude of the stress over the inner region of the bearing. The analysis of the rotor is carried out for the three sets of the torque values and it is found obviously from the Fig. 8 that higher the torque greater the stress in the nodal area. The finite element method is used to analyse the stress distribution along the joints of the cylindrical wing respectively. The three dimensional non-linear finite element analyses is usually preferred because the load and displacement function changes with respect to time thereby the stiffness matrix generated for every single iterations are different in this simulation process. In this analysis, the cylindrical coordinates (r,h,z) is used instead of the Cartesian coordinate system [12]. The quadrilateral or quad mesh elements are used as it provides good numerical solutions for the complex geometrical conditions and it is an isoperimetric type of elements which uses the same shape functions for the geometry and the displacement system
Fig 8. Nodal Stress Distribution at various Torque values (9.58Nm, 30Nm, 40Nm).
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respectively. The number of elements to be chosen depends on the type of geometry and in order obtains a high degree of accuracy; a medium sized mesh is used and is carefully examined in the corners where the mesh quality will usually degrade resulting in unreliable results. The boundary of the some elements in the meshing has a curved path instead of the linear boundary which can be more difficult for the solver to calculate the area integral of the element. Hence, the gauss curvature approach has been selected to carry out the integration in the elements having curved boundaries. The results of the analysis are shown in the Fig. 8.
5. Comparison of results with the constant circumferential speed over the airfoil type wing: The results of the lift force generated by using the axially fixed spiral spokes have been compared with the experimental
Fig 9. Aerofoil Frame Prototype [11].
results of the airfoil employed with the circumferential belt that rotates giving the Magnus effect for the conventional type of the wing. This type of the wing has two main parts which comprise of the conventional aerofoil frame which is symmetrical and the internal rotating belt which is powered by the motor with the help of the pulley. The experiment was done by K. Patkunam et al [11] for the above-mentioned type of the hybrid wing type and the results reveal the fact that lift speed generated is marginally increased by employing the circumferential belt mechanism. The picture representing the model is shown in Fig. 9 which is a prototype carried out by the K. Katkunam et al [11] by means of 3D Printing. The results of this experiment of aerofoil frame design as shown in Fig. 10 has been compared and studied with the simulation results of the spiral spoke Magnus rotor. The study comparing the spokes type Magnus wing with the airfoil employed with the rotating belt reveals the fact that the lift force generated by the latter is low when compared to the spokes type Magnus wing respectively. Though the rotating belt in the airfoil has gained some more lift energy compared to the conventional airfoil, the total available rotational Magnus energy has been underutilized as it can be generated more in case of employing the spokes in the outer surface of the cylinder as per the results. The result comparison for both the type of Magnus wing is shown for better visualization. Fig. 11 shows the lift generated by the spiral spokes Magnus wing (Lift 2) and the rotating belt imposed airfoil wing (Lift 1) with the same parameter settings which include the length of the active surface wing and the speed of rotation respectively. The amount of lift generated in the spokes attached Magnus wing is marginally higher than the other type which is due to the fact that the spiral spokes utilize more incident air velocity as the air flows along with the spokes and it acts as a turbine by generating surplus angular momentum. On the other hand, the rotating belt incorporated aerofoil wing seems to have increased lift force when compared to the conventional aerofoil wing but it has less lift generation than the axially fixed spiral spokes respectively. In addition, the spokes incorporated Magnus wing utilize single motor power source as it does not need any thrust like in the case of aerofoil type rotating belt wing which needs an initial thrust which requires an additional power source for effective operation. This results in the further complication as the number of powers course leads to a loss in energy which is avoidable in the case of spiral spokes type Magnus wing.
Fig 10. Experimental Setup [11].
Fig 11. Lift generation (N) Vs Motor Speed.
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6. Conclusion The overall idea of this work is to modify the undermined rotor wing technology by modifying the design of the rotor and analysing it to make sure that the design of the rotational wing is improved with some superior characteristics. It is found that the rotational vorticity strength of the rotor has been increased drastically from the simulation output and the numerical analysis. This design has been the successor of many design models and it has been examined only after finding the marginal characteristics of the rotor when compared to the other models. The model has also been structurally analysed by following the finite element analysis computationally and it was performed for different rotor speeds with different torque values. The Finite element analysis also gives an overall idea about the material selection of the model as it is important while describing structural reliability of the model. It is found that the ends of the rotor attached to the frame is greatly stressed out with the bearing which is also subjected more stress. This analysis gives idea about the deformation point or breaking point of the model thereby it can be reduced the risk of deformation of the whole system. Thus, the overall aim of this work has been attained marginally by analyzing the modified rotor wing and numerous advancements will also be incorporated to determine the effective functioning of the rotational aircraft and also increase the application purpose of the aircraft by eliminating the drawbacks of the magnus effect in the industry.
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[6] Evsen Yanmaz, Saeed Yahyanejad, Bernhard Rinner, Hermann Hellwagner, Christian Bettstetter, Drone networks: Communication, coordination and sensing, Ad. Hoc. Networks 68 (2018) 1–15. [7] Federica Bazzano, Angelo Grimaldi, Fabrizio Lamberti, Gianluca Paravati, Marco Gaspordone, Adjustable autonomy for UAV supervision applications through mental workload assessment techniques, IHCI (2017) 32–44. [8] I. Colomina, P. Molina, Unmanned aerial systems for photogrammetry and remote sensing – a review, ISPRS J. Photogramm. Remote Sensing 92 (2014) 79–97. [9] Jost Seifert, Micro Air vehicle lifted by a Magnus rotor – a proof of concept, 50th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition 9th to 12th January 2012, Nasville, Tennessee, American institute of Aeronautics and Astronautics, 2012. [10] Jost Seifert, A review of the Magnus effect in aeronautics, Progress Aerosp. Sci. 55 (2012) 17–45. [11] K. Patkunam, Experimental study of Magnus effect over an aircraft wing, Int. J. Res. Eng. Technol. (2015). [12] Kent T. Danielson, Three dimensional finite element analysis in cylindrical coordinates for non linear solid mechanics problem, Finite Element Anal. Design (1997) 225–249. [13] Margarita Mulero-Pazmany, Susanne Jenni-Eiermann, Nicolas Strebel, Thomas Sattler, Juan Jose Negro, Zulima Tablado, Unmanned aircraft systems as a new source of disturbance for wildlife – a systematic review, PLoS One 12 (6) (2017) 1–14. [14] Online citation - https://www.seattleu.edu/scieng/physics/physics-demos/ thermodynamics/magnus-effect/ (by Dr.Alberg, Department of physics, Seattle University, Washington). [15] Online citation - https://www.grc.nasa.gov/www/k-12/airplane/cyl.html (‘‘Lift of rotating cylinder” by J.L.Kavandi) [16] Per Frankelius, Charlotte Norrman, Knut Johansen, Agricultural innovation and the role of institutions: lesson from the game of drones, J. Agric. Environ. Ethics (2017). [17] Philip Boucher, Domesticating the drone: the demilitarization of unmanned aircraft for civil markets, Sci. Eng. Ethics (2014). [18] Rolf Rohden, Magnus rotor comprising a guide roller cover, patented in Germany patent (publication number: 20130239859), patented on 19th September 2013. [19] Seung Yeob Nam, Gyanendra Prasad Joshi, Unmanned aerial vehicle localization using distributed sensors, Int. J. Distrib. Sensor Netwks. 13 (9) (2017) 1–8. [20] Youngjib Ham, Kevin K. Han, Jacob J. Lin, Mani Golparvar-Fard, Visual monitoring of civil infrastructure systems via-camera equipped unmanned aerial vehicles (UAVs): a review of related works, Visual. Eng. (2016).
Further reading [4] E. Newman, Turbulence reduction around magnus rotors” patented in US patent (publication number: 20090174192), patented on 9th July 2009.
Please cite this article as: H. K. Pitchiah and A. A. M. Moshi, Design and analysis of roto – Cylindrical wing for a drone aircraft, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2019.07.313