Pengcheng Guo

This study investigates the unsteady aerodynamic mechanisms underlying the efficient flight of birds and proposes a biomimetic flapping-wing aircraft design utilizing a double-crank double-rocker mechanism. Building upon a detailed analysis of avian flight dynamics, a two-stage foldable flapping mechanism was developed, integrating an optimized double-crank double-rocker structure with a secondary linkage system. This design enables synchronized wing flapping and spanwise folding, significantly enhancing aerodynamic efficiency and dynamic performance. The system’s planar symmetric layout and high-ratio reduction gear configuration ensure movement synchronicity and stability while reducing mechanical wear and energy consumption. Through precise modeling, the motion trajectories of the inner and outer wing segments were derived, providing a robust mathematical foundation for motion control and optimization. Computational simulations based on trajectory equations successfully demonstrated the characteristic figure-eight wingtip motion. Using 3D simulations and CFD analysis, key parameters—including initial angle of attack, aspect ratio, flapping frequency, and flapping speed—were optimized. The results indicate that optimal aerodynamic performance is achieved at an initial angle of attack of 9°, an aspect ratio of 5.1, and a flapping frequency and speed of 4–5 Hz and 4–5 m/s, respectively. These findings underscore the potential of biomimetic flapping-wing aircraft in applications such as UAVs and military technology, providing a solid theoretical foundation for future advancements in this field.

The extrusion ratio (ER) is one of the most important factors affecting the service performance of aluminum profiles. In this study, the influence of ER on the mechanical behavior and microstructure evolution of 7003 aluminum alloy at high-speed impact with strain rates ranging from 700 s⁻¹ to 1100 s⁻¹ was investigated. The studied alloy with an ER of 56 formed coarse grain rings during the heat treatment. The microstructure of the alloys with ERs of 20 and 9 is relatively uniform. The results indicate that under high-speed impact, the mechanical response behavior of the 7003-T6 alloy with different ERs is different. For the alloy with an ER of 56, strain hardening is the main mechanism of plastic deformation. In contrast, a flow stress reduction occurs at middle deformation stage for the ones with ERs of 20 and 9 due to concentrated deformation, which is more significant in the alloy with an ER of 20. Under high-speed impact, the alloy with an ER of 56 undergoes uneven plastic deformation due to the presence of coarse grain rings. The deformation is mainly borne by the region of coarse grains near the edge, and the closer to the center, the smaller the deformation. The deformation of the alloys with ERs of 20 and 9 is relatively uniform, but exhibits localized concentrated deformation in the area near the edge. The significant plastic deformation within deformation band causes a local temperature rise, resulting in a slight decrease in flow stress after the peak. These results can provide reliable data support for the application of 7003 aluminum alloy in the vehicle body crash energy absorption structure.

22MnB5 boron steel has become one of the main choices for lightweight vehicles due to its extremely high mechanical properties. To explore the intrinsic relationship between the thermoforming process and thermo-mechanical behavior for constitutive modeling and thermoforming of vehicle structure, thermal tensile tests in wide ranges of deformation temperature (500 °C to 950 °C) and strain rate (0.01 s⁻¹ to 10 s⁻¹) were performed using a Gleeble-1500D thermal simulator with hot-rolled 22MnB5 boron steel. With increasing applied strain and strain rate, the flow stress increases gradually and then tends to saturation after reaching peak stress, except for that at 0.01 s⁻¹ and 500 °C. With increasing deformation temperature, the microstructure transforms from a mixture of bainite, ferrite and pearlite to lath-shaped martensite accompanied with some residual austenite. At 950 °C, the average size of martensite decreases with increasing applied strain rate. After thermoforming with austenitizing temperature of 950 °C, lath-shaped martensite accompanied with some residual austenite is obtained in a thermoformed U-shaped structural part, resulting in a dramatical increase in tensile strength. In contrast, the tensile strength of sidewall is slightly higher than that of bottom. Based on the Arrhenius-type constitutive model, a modified constitutive model is constructed with a relative error of less than 5%, which can well describe the flow stress behavior of the studied 22MnB5 boron steel.