Characterizing and modeling the enhancement of lift and payload capacity resulting from thrust augmentation in a propeller-assisted flapping wing air vehicle

Partial funding for Open Access provided by the UMD Libraries' Open Access Publishing Fund.Biologically-inspired flapping wing flight is attractive at low Reynolds numbers and at high angles of attack, where fixed wing flight performance declines precipitously. While the merits of flapping propulsion have been intensely investigated, enhancing flapping propulsion has proven challenging because of hardware constraints and the complexity of the design space. For example, increasing the size of wings generates aerodynamic forces that exceed the limits of actuators used to drive the wings, reducing flapping amplitude at higher frequencies and causing thrust to taper off. Therefore, augmentation of aerodynamic force production from alternative propulsion modes can potentially enhance biologicallyinspired flight. In this paper, we explore the use of auxiliary propellers on Robo Raven, an existing flapping wing air vehicle (FWAV), to augment thrust without altering wing design or flapping mechanics. Designing such a platform poses two major challenges. First, potential for negative interaction between the flapping and propeller airflow reducing thrust generation. Second, adding propellers to an existing platform increases platform weight and requires additional power from heavier energy sources for comparable flight time. In this paper, three major findings are reported addressing these challenges. First, locating the propellers behind the flapping wings (i.e. in the wake) exhibits minimal coupling without positional sensitivity for the propeller placement at or below the platform centerline. Second, the additional thrust generated by the platform does increase aerodynamic lift. Third, the increase in aerodynamic lift offsets the higher weight of the platform, significantly improving payload capacity. The effect of varying operational payload and flight time for different mixed mode operating conditions was predicted, and the trade-off between the operational payload and operating conditions for mixed mode propulsion was characterized. Flight tests revealed the improved agility of the platform when used with static placement of the wings for various aerobatic maneuvers, such as gliding, diving, or loops

A design framework for realizing multifunctional wings for flapping wing air vehicles using solar cells

Partial funding for Open Access provided by the UMD Libraries' Open Access Publishing Fund.Long flight durations are highly desirable to expand mission capabilities for unmanned air systems and autonomous applications in particular. Flapping wing aerial vehicles are unmanned air system platforms offering several performance advantages over fixed wing and rotorcraft platforms, but are unable to reach comparable flight times when powered by batteries. One solution to this problem has been to integrate energy harvesting technologies in components, such as wings. To this end, a framework for designing flapping wing aerial vehicle using multifunctional wings using solar cells is described. This framework consists of: (1) modeling solar energy harvesting while flying, (2) determining the number of solar cells that meet flight power requirements, and (3) determining appropriate locations to accommodate the desired number of solar cells. A system model for flapping flight was also developed to predict payload capacity for carrying batteries to provide energy only for power spikes and to enable time-to-land safely in an area where batteries can recharge when the sun sets. The design framework was applied to a case study using flexible high-efficiency (>24%) solar cells on a flapping wing aerial vehicle platform, known as Robo Raven IIIv5, with the caveat that a powertrain with 81% efficiency is used in place of the current servos. A key finding was the fraction of solar flux incident on the wings during flapping was 0.63 at the lowest solar altitude. Using a 1.25 safety factor, the lowest value for the purposes of design will be 0.51. Wind tunnel measurements and aerodynamic modeling of the platform determined integrating solar cells in the wings resulted in a loss of thrust and greater drag, but the resulting payload capacity was unaffected because of a higher lift coefficient. A time-to-land of 2500 s was predicted, and the flight capability of the platform was validated in a netted test facility

Crystal structure of pyruvate dehydrogenase kinase 3 bound to lipoyl domain 2 of human pyruvate dehydrogenase complex

The human pyruvate dehydrogenase complex (PDC) is regulated by reversible phosphorylation by four isoforms of pyruvate dehydrogenase kinase (PDK). PDKs phosphorylate serine residues in the dehydrogenase (E1p) component of PDC, but their amino-acid sequences are unrelated to eukaryotic Ser/Thr/Tyr protein kinases. PDK3 binds to the inner lipoyl domains (L2) from the 60-meric transacetylase (E2p) core of PDC, with concomitant stimulated kinase activity. Here, we present crystal structures of the PDK3–L2 complex with and without bound ADP or ATP. These structures disclose that the C-terminal tail from one subunit of PDK3 dimer constitutes an integral part of the lipoyl-binding pocket in the N-terminal domain of the opposing subunit. The two swapped C-terminal tails promote conformational changes in active-site clefts of both PDK3 subunits, resulting in largely disordered ATP lids in the ADP-bound form. Our structural and biochemical data suggest that L2 binding stimulates PDK3 activity by disrupting the ATP lid, which otherwise traps ADP, to remove product inhibition exerted by this nucleotide. We hypothesize that this allosteric mechanism accounts, in part, for E2p-augmented PDK3 activity