RAPID MANUFACTURING TECHNOLOGIES

DIGITAL ASSIGNMENT – 2
16BME1122

N.ATUL

MODIFIED AIRFOILS
An airfoil is the cross-sectional shape of a wing, blade (of a propeller, rotor, or turbine), or sail (as
seen in cross-section).
An airfoil-shaped body moved through a fluid process, produces an aerodynamic force. The
component of this force perpendicular to the direction of motion is called lift. The component parallel
to the direction of motion is called drag. Subsonic flight airfoils have a characteristic shape with a
rounded leading edge, followed by a sharp trailing edge, often with a symmetric curvature of upper
and lower surfaces. Foils of similar function designed with water as the working fluid are
called hydrofoils.
The lift on an airfoil is primarily the result of its angle of attack and shape. Suicide lift and drag. Most
foil shapes require a positive angle of attack to generate lift, but cambered airfoils can generate lift at
zero angle of attack. This "turning" of the air in the vicinity of the airfoil creates curved streamlines,
resulting in lower pressure on one side and higher pressure on the other. This pressure difference is
accompanied by a velocity difference, via Bernoulli's principle, so the resulting flowfield about the
airfoil has a higher average velocity on the upper surface than on the lower surface. The lift force
can be related directly to the average top/bottom velocity difference without computing the pressure
by using the concept of circulation and the Kutta-Joukowski theorem.

TRADITIONAL AIRFOIL
MODIFIED AIRFOIL

DFAM Concepts applied :

• Complex geometries.
• Customized geometries.
• Elimination of Conventional design for manufacture (DFM) Constraints.

RM Unique Capabilities.

• Functional complexity.
• Material complexity.

The various beneficial concepts of Design for Additive Manufacturing can be employed in the design of
such components, and can greatly be exploited.

Current issues with the airfoils are:

• Their design and build is limited by the complexity and manufacturability of conventional foundry
processes.

• Due to the usage of cast iron in most of the places, the weight is also an issue. • Also, the joining or
combining of multiple parts into the airfoil is difficult.
The concepts of “Design for Additive Manufacturing” can be fully be exploited using additive
manufacturing. The use of additive manufacturing can be field changing.

Following are some of the most important advantages of DFAM if used, for the airfoil:

➢ With 3D printing, we can now print an airfoil, test it before we spend resources for casting tooling. In
conventional manufacturing, if there’s an engineering change, it’s expensive and time-consuming to
change casting tooling. Here, you can work out the product development up front, before committing all
the time and money to tooling. ➢ Complex geometries, such as customized and thermally analyzed
patterns, could be added to an airfoil as a test. ➢ Lightweight aluminium and other materials could be
used and experimented with, to significantly lighten the block thus increasing the efficiency of the
vehicle.

➢ Very complicated designs with intricate coolant passages can be manufactured. This would have been
highly complicated using casting as flow of molten metal might not reach all parts.

➢ 3D printing enables us to control the density i.e. infill density. We already have fully capable metal 3-
d printing. AM can be used to increase the density near the piston walls where high strength and
resilience is required, whereas low density can be used near the outer walls where low strength is
required.

➢ We can also use the 3D printing machine to incorporate a specialized cylinder head onto an airfoil,
thereby combining parts and reducing individual components

➢ No preparatory cast is needed and thus any new design can be tested without any additional cost.
Integrated assemblies can also be incorporated in this method.
PART DRAWING AND VIEWS

3D VIEW IN SOLIDWORKS

DRAWING WITH MULTIPLE VIEWS