Báo Cáo Thiết Kế Máy Bay UAV Aero Elearning UAV Group 2 tài liệu, giáo án, bài giảng , luận văn, luận án, đồ án, bài tập...
HCM University of Technology Department of Aeronautics Report of Aircraft Design – UAV2 Members: Lê Hoài Tâm – G1002841 Tống Công Danh – G1000403 Nguyễn Viết Khải – G1001509 Văng Hoàng Nam – G1002062 Trần Đức Minh – G1001977 3/4/2014 CONTENTS I Quality Function Deployment (QFD) Introduction Assumption statement II Planing III Customer survey and requirement IV Advantage of QFD method V Basic theory about application development of QFD VI Specify a configuration of UAV: Main wing selection Tail selection Landing gear selection Material of fuselage Engine selection VII Static stability Static longitudinal stability Static directional stability VIII Dynamic stability Drag of wing Drag of fuselage Drag of horizontal tail Drag of vertical tail IX Performance Pilot’s Operating Handbook (POH) Characteristics of aircraft when take-off a Calculate the running momentum distance sg b Calculate the distance over obstacles sa Characteristics of aircraft when landing a Calculate the approach distance sa b Calculate flare distance sf c Calculate the running distance on runway sg Cruise Flight Crosswinds X References Page of 38 I Quality Function Deployment QFD Introduction Quality function deployment (QFD) is a “method to transform user demands into design quality, to deploy the functions forming quality, and to deploy methods for achieving the design quality into subsystems and component parts, and ultimately to specific elements of the manufacturing process To test the quality surely the need’s customer and the satisfy is put into the product before it’s created”, as described by Dr Yoji Akao, who originally developed QFD in Japan in the last 1960, when the author combined his work in quality assurance and quality control points with function deployment used in value engineering QFD is designed to help planners focus on characteristics of a new or existing product or service from the viewpoints of market segments, company, or technology-development needs The technique yields charts and matrices QFD helps transform customer needs (the voice of the customer [VOC]) into engineering characteristics (and appropriate test methods) for a product or service, prioritizing each product or service characteristic while simultaneously setting development targets for product or service QFD consists of two components which are deployed into the design process: quality and function The "quality deployment" component brings the costumer’s voice into the design process The "function deployment" component links different organizational functions and units into to the design-to-manufacturing transition via the formation of design teams QFD was invented in Japan by Yoji Akao in 1966, but was first implemented in the Mitsubishi’s Kobe shipyard in 1972, possibly out of the teaching of Deming Then later it was adopted and developed by other Japanese companies, notably Toyota and its suppliers [1] QFD has reached to top when Toyota company apply and develop into a quality table with a “roof” on the top and it’s called “House Of Quality” HOQ has become popular in America since 1998 Assumption statement: - The most important feature of UAV are easy to flight and control - Purpose of use will be the survey about weather… Page of 38 - It is considered as non-human aircraft II Planning - This part, we will use the Gantt chart: Figure III.1: Plan of design process III Customer survey and requirement - We will create a form to survey the customer requirements: Figure IV.1: Survey form Page of 38 Table IV.1: Summary of responses from customer survey for UAV Question number 10 11 12 13 14 15 16 17 Number of responses with or rating 61 55 62 51 55 57 63 64 52 66 55 53 55 51 34 35 51 Relative frequency (%) 61 55 62 51 55 57 63 64 52 66 55 53 55 51 34 35 51 Survey base on 100 customers Figure IV.2: Chart of survey The question has over 50% will be customer requirement (QFD) Page of 38 IV Advantage of QFD method To increase customer satisfaction: Product/Service development base on the need of customers To decrease the sunk cost during product development process To minimize the fix times because it isn’t determined clearly and fully about the customers requirement To shorten the product design time To avoid the risk during product development process: Define and analyze the mistakes which can happen to reduce the complaints To increase customer satisfaction To build a active working environment, enhance collaboration and teamwork between the team members V Basic theory about application development of QFD Generally, QFD deploy follow the rule: The customers who propose the a lot of criteria of product quality and the manufacturers must satisfy to the maximum with these principles Only satisfy the criteria of product quality was proposed by customers then the manufacturer has customers’ trust and this is a prerequisite for the development of production QFD is a structured technique to solve the combining problem about the product development and product improvement It is often combined a system of matrix with relationship one other, consist of stages: i The stage of Product Planning, given the basic parameters from the mission, set the performance parameters ii The stage of Part Deployment iii The stage of Process Planning iv The stage of Production Planning Figure I.3.1: stages of QFD Page of 38 (1) (2) (3) Figure I.3.2: House Of Quality (HOQ) Customer Requirements This is the first part and the most important in House of Quality The list of information about the customer requirements for product will be described base on their language, or it is also called “the voice of the customer”) During the process of gathering customer information, we must always ask the question "what", such as what the customers want in our design?, what the customer needs? There are essential thing to make our design better Planning matrix This matrix is located on the right side of the house of quality and it has the purposes First, it will redefine the priorities of requirements and the things which can accept for the current product Second, it allows the which are prioritized will be rearranged base on the concerns of the design team about this priority Engineering characteristics This section presents the engineering characteristics or “the voice of the engineering”, it describes the product features that the designer will design This information will be determined by QFD team based on quantitative characteristics which QFD team see that they have the relation to the requirements of customers Page of 38 (4) (5) The same way as the first part, here the customer's requirements will be analyzied and structured, relational diagrams and tree diagrams will be applied to clarify the product characteristics In the process of the voice of engineer must always ask the question "how” (way), such as how to catch the customer's requirements, we can control something that customers need Correlation relationship This section is the main body of the house of quality and we can spend a lot of time to complete Its purpose is transform customer requirements into engineering characteristics of the product Its structure is a matrix with standard size include the cell to link the individual requirements of the customer and engineering requirements QFD team's mission must identify the relationship or correlation, the most important After it will be arranged, assess about important level and scoring before completing To rate about the correlation between the customer and the engineer then we will score and evaluate the correlation between each pair as follows: Θ = Strong relationship Ο = Medium relationship ▲ = Weak relationship Matrix of correlation (Roof of Quality) A triangular matrix "roof form" will determine the technical requirements for design features, it supports or prevent the other part The same in the relationship matrix, one technical requirement will be compared with the next technical requirement For each cell, the question posed is "improvement requirements can reduce or increase the value of other requirements or not?" If the answer is devalued, we will tick in the box with the symbol (eg -) and contra for the symbol (+) To assess the correlation between the different technical requirements we will use this system symbols as follows: ┼┼ Strong positive correlation ┼ Positive correlation ▬ Negative correlation ▼ Strong negative correlation Page of 38 (6) Objective This is the last part of the house of quality, it was completed and made conclusions To be able to come up the conclusions, we have to calculate the correlation between the customer and the engineer that we have analyzed, what the value that will be targeted which we need to consider our designs and toward v First we will calculate values of absolute importance by multiplying the values in each cell of the relationship matrix by the the value of importance rating Then, take the sum of these number in each row and each column The total value of this important show absolute value of every engineer in the encounter with the customer requirements vi Second, we will calculate in the relative importance value by taking the sum of the absolute values important Then, take each of the values of absolute importance value in each cell and then divide by the sum of the absolute importance value, and finally multiplied by 100 Typically the value from to 100 vii Finally,we use QFD method to apply for UAV design process: We have House Of Quality: Page of 38 House Of Quality Page of 38 So that : k = 1.7 Rl Cn 0.0005 1.7 wf 3.8 7.2 1.742 104 12.17 10.97 Impact of Vertical Tail - Be calculated by the following formula: d CN ,v vVv CL ,v 1 d In that: Vv Sv lv 0.933*4 0.02795 S b 12.17*10.97 c /4 00 zw 0.75 m SV d SW zw V 1 0.724 3.06 0.4 0.009 ARw 0.6586 cos D d c /4 f - Finally, we have Cn V CL (1 d ) 0.02795*3.934*0.6586 0.0713 d - Since, Page 24 of 38 Cn It satisfies the static directional stability of the aircraft VIII Dynamic stability Coefficient of Drag CD CD,wing CD, fuslage CD ,tail Drag total: CD CD ,0 CD ,i CD ,0 KCL2 Drag of wing CD ,w 1 L' (t / c) 100(t/ c) S wetw Rwf RLS c fw S In that: cfw: the turbulent flat plate skin friction coefficient of the wing RLS: the lifting surface correction factor from Figure 3.3 Swet,w: the wetted area of the wing (t/c): the average streamwise thickness ratio of the exposed wing S: the wing area L’: the airfoil thickness location parameter Rectangle wing => ∧= => 𝑐𝑜𝑠 ∧= M=0.17 Hence, => R =1.07 LS Page 25 of 38 At altitude 8200ft, 1.7283 105 m2 / s 0.957kg / m3 RN , w Vcw 270 / 3.6 1.09728 4.76 106 1.7283 105 M 0.17 cw, f 0.0034 Airfoil 0006 =>(t/c) =0.06 at the position x=0,297c(Profili) max => L’=2 Page 26 of 38 0.25(t / c) r (1 ) S wet 2S 1 (1 ) With (t / c) r c 1 r (t / c)t ct 0.25 0.06(1 1) S wet 12.17 1 24.71m (1 1) CD0,w 1 0.06 100(0.06) 24.71 1 1.07 0.0034 8.283 103 12.17 Drag of fuselage - When Lift=0 l 1 60 0.0025 f df l / l 3 f d CD0 , fus Rwf C Here,l f 65%b 7.2m f f us 75 7.2 3.12 107 5 1.7283 10 10%b 1.1m RN , fus d f S wet fus CDb , fus S Vl f Wet Area of Fuslage S wet , fus * d f *l f * 1 * 1 F F 19.97m Finally, CD 0, fus 0.00515 Page 27 of 38 Drag of horizontal tail Horizontal Tail when Lift t Swetht ' t Rhtf RLS c f ,ht 1 L 100 c c S CD0 ,ht In that, R : Disturbed coefficient of Vertical tail to Fuselage, R = htf htf R : Adjustable coefficient of lift surface, R = 1,07 LS LS c : Frictional coefficient of horizontal, c is a function of fht fht Mach number and Reynolds number, R With horizontal tail, RN ,ht N With R N,ht Vcht and M = 0,22, follow Figure 4.2, we have c = 0,0036 fht Tail NACA 0006 L’ t / c max 0.06 atxt 0.297c S wet ,ht 2Sht 1 0.25(t / c)(1 ) / (1 ) 4.1412m Finally, CD 0,ht 0.00147 Drag of vertical tail Vertical Tail when Lift t Swetvt ' t CD0 ,ht Rvtf RLS c f ,vt 1 L 100 c c S Reference, Svt 0,933m2 cvt 0.818m Reynolds : RN ,ht Vcvt 75*0.818 3.55*106 5 1.7283*10 c f ,vt 0.0036 Page 28 of 38 S wet ,v t 2Sht 1 0.25(t / c)(1 ) / (1 ) 1.894m Finally, CD0 ,v t 0.000672 Total, CD CD, wing CD, fuslage CD,tail 0.0156 IX PERFORMANCE Roadmap - POH Density Altitude Take off Distance Cruise Performance, Power & Fuel Burn Landing Distance Crosswinds Page 29 of 38 Pilot’s Operating Handbook (POH) - Frequent Terms +Maximum Takeoff Weight (MTOW): Maximum gross weight at which the airplane is permitted to takeoff +Maneuvering Speed: Maximum speed for maneuvers at which full application of the primary flight controls cannot overstress the airframe Characteristics of aircraft when take-off - Take-off (and landing) are very complex flight mode and is especially dangerous during flight Each mode requires particular parameters to ensure that the process of taking off and landing of aircraft take place are safely During takeoff, external load and volume of goods and passengers is fixed, the aircraft will be loads of fuel needed for the flight Meanwhile, the engine will have to work in high performance so that aircraft can take off in the shortest time period - We define the distance the aircraft is running distance on the ground, whichis running momentum, denoted as sg However, the total take-off distance also includes a distance on the ground that after takeoff the plane must pass a certain height, which is defined about 50 ft This distance is known about how to overcome obstacles, denoted sa So we called the total distance sa and sg is the total distance of take off of plane Page 30 of 38 - Factors influence Take-off Distance: ↑ Weight = ↑ Distance (and speed) ↑ Air Density = ↓ Distance ↑ Headwind = ↓ Distance ↑ Slope = ↑ Ground Roll ↑ Flaps = ↓ Ground Roll ↑ Friction = ↑ Ground Roll - a Calculate the running momentum distance sg The force act upon the plane during takeoff including thrust, drag, lift and weight of the aircraft There is also friction between the wheels and the friction surface R R is calculated as follows: R r (W L) - In the above formula, r is the coefficient of rolling friction, depending on the type of runway surface condition and the wheel brakes The value of r Page 31 of 38 - Applying Newton's second law for the lateral force, we have equations of motion of the aircraft during running momentum on the ground as follows: m dV T D R T D r W L dt - During takeoff, engine thrust T often change in velocity during the running - momentum on the ground For piston engine propeller, available capacity PA is constant of velocity Hence PA= 186 hp = 138756W Because aircraft are not designed to use the flap so CLmaxTO = CLmax = 1.522, we calculate stall velocity with take off as follows: Vstall W S CL max TO 592.11*9.81 12.17 23m / s 1.2256*1.5 - We calculate V 0.7VLO 0.7(1.2Vstall ) 0.7*1.2*23 19.32m / s Infer, T PA 138756 6032.87 N V 23 - Distance running momentum of the aircraft on the ground, with are 50 ft in height shall be determined as follows: 592.11*9.81 12.17 sg 41.03m T 6032.87 g CL max 9.81*0.957*1.5* W 592.11*9.81 1.21 W S 1.21 Page 32 of 38 - b Calculate the distance over obstacles sa The distance over obstacles is defined as the distance along the horizontal plane pass to 50 ft high Radius is defined as follows: V2 R g (n 1) - During the takeoff, speed for takeoff from the ground V must have a value from - 1.1 Vstall to 1.2 Vstall to pass high hOB, is defined as 50 ft (15,24 m) Therefore, the load factor n is defined as follows: L 0.5 (1.15Vstall ) S 0.9CL max n W W - We calculate the radius to reach 50 ft height as follows: (1.15Vstall )2 6.96*232 R 375.31m g 9.81 - We have: OB arccos 1 hOB R 15.24 arccos 1 375.31 16.38 - Takeoff distance pass obstacles: sa R sin OB 375.31*sin(16.38) 105.84m - Thus the total take-off distance of the aircraft design: Page 33 of 38 sTO sg sa 41.03 105.84 146.87m - Characteristics of aircraft when landing Landing have two Varieties +Ground Roll +Distance over a 50 foot obstacle - Also known as Takeoff Distance +Distance for aircraft to clear a 50-foot obstacle after a standing start at maximum takeoff power a Calculate the approach distance sa - Altitude when landing stage is specified as 50 ft = 15.24 m approach distance sa is calculated by the following formula: 15.24 h f sa tan a - I have the force balance equation as follows: Page 34 of 38 - Thus sin a T L D W - Because aircraft are designed not using flap CLmaxL= CLmax= 1,5 - Weight of aircraft on landing: W=(592.11-100.44)*9.81=4823.28N - Infer Vstall W S CL max L 4823.28 12.17 0.957 *1.5 - During the flare we obtain the average velocity value is Vf= 1,23Vstall Flare radius is calculated by the following formula: R V f2 0.2 g (1.23Vstall )2 425.84m 0.2 g - Flare high hf h f R(1 cos a ) 425.84(1 cos3) 0.58 - We define approach distance of aircraft sa= 279.73 m b Calculate flare distance sf Page 35 of 38 - Landing flare distance is calculateed by using the formula: s f R sin a 425.84*sin 22.87 c Calculate the running distance on runway sg sg NVTD J gJ A ln 1 A VTD2 JT - In the above formula, N is the time to run free, meaning that time runs from the ground to brake before use N = 3s for large aircraft and N = 1s for small aircraft - VTD is the ground speed of the aircraft, worth about 1,15Vstall coefficient JA is calculalted as follows: JA G CD ,0 CD ,0 k1 CL r CL 2W / S eAR CD,0 is the drag coefficient increases when plane running on the ground: CD ,0 W Kuc m 0.215 S - Coefficient Kuc depends on the opening of the flap Because aircraft are designed - not using flap Kuc= 5,81*105 Symbol m is the mass of the largest aircraft, m = 600kg Infer CD ,0 5.84*103 1 3 G is the reduction of induced drag: (16h / b)2 (16*1.15 /10.973)2 G 0.74 (16h / b)2 (16*1.15 /10.973)2 CL is the lift coefficient when plane running momentum on the ground, often with very little value we obtain CL= 0.1 We chose r 0.4 - Coefficient k1 have value K *0.048 0.016 J A 3.33*105 - - - So instead of the coefficients in the equation we calculate: J A 3.33*105 - Infer: 3.33*105 sg 1* 27.03 ln 1 * 27.032 117.4m 5 2*9.81*3.33*10 0.4 - Thus the total distance of the landing aircraft: Page 36 of 38 sL sa s f sg 279.73 22.87 117.4 420m - Cruise Flight An airplane is more efficient at altitude +Wings +Engines - Weather is generally confined to the troposphere so you can fly over it - Higher gives more options in case of emergencies - Reserves +Day VFR: 30 minutes at normal cruising speed +Night VFR: 45 minutes at normal cruising speed - Crosswinds Maximum Demonstrated Crosswind Component is the maximum crosswind that existed during FAA certification +Often is not close to real maximum capability of aircraft +Weak link is generally lack of rudder authority (not enough deflection) - Often VX-Wind = 0.3 VS0 Page 37 of 38 X References [1] http://www.public.iastate.edu/~vardeman/IE361/s00mini/chen.htm [2] http://www.burgehugheswalsh.co.uk/uploaded/documents/Pugh-Matrix-v1.1.pdf [3] http://en.wikipedia.org/wiki/Quality_function_deployment [4] Engineering design, George E Dieter, Lina C.Schmidt – 4th edition [5] http://www.qfdonline.com/templates/qfd-and-house-of-quality-templates/ [6] http://edocs.nps.edu/npspubs/scholarly/theses/2000/Mar/00Mar_Tan.pdf [7] Scotter Desigh – Ph.D Ngọc Ánh [8]http://www.powershow.com/view/9abe4MGMxM/Aircraft_Performance_powerpoint ppt_presentation Page 38 of 38 ... 1. 522 , we calculate stall velocity with take off as follows: Vstall W S CL max TO 5 92. 11*9.81 12. 17 23 m / s 1 .22 56*1.5 - We calculate V 0.7VLO 0.7(1.2Vstall ) 0.7*1 .2* 23 19.32m... (2) d Inthat 1 2CL0,w 2* 0 .26 1 0 0.0165 AR *10 S l 2. 04* VH t t 0.611 S c 12. 17 *1.0973 d 2CL ,w 2* 4.9858 0.3174 d AR w *10 Reference, Sht = 2. 04m2... 0.05 xcg xac 0 .25 0.3 c c Cm0,w 0.05 0 .26 1 0.3 0 .25 0.037 Cm ,w 4.9858 0.3 0 .25 0 .24 929 rad 1 Cmcg ,w 0.037 0 .24 929 w Page 20 of 38 Impact of