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Yakın menzilli keşif ve gözetleme insansız hava aracı ön dizaynı

Preliminary design of an unmanned air vehicle for close-range reconnaissance and surviellance

  1. Tez No: 21893
  2. Yazar: ÖMER SOYKASAP
  3. Danışmanlar: DOÇ. DR. SÜLEYMAN TOLUN
  4. Tez Türü: Yüksek Lisans
  5. Konular: Uçak Mühendisliği, Aeronautical Engineering
  6. Anahtar Kelimeler: Aerodinamik, Hava aracı, Tasarım, Uzaktan kumanda, Uçak tasarım yöntemi, İnsansız hava aracı, Aerodynamics, Air vehicle, Design, Remote control, Aircraft design method, Unmanned aerial vehicle
  7. Yıl: 1992
  8. Dil: Türkçe
  9. Üniversite: İstanbul Teknik Üniversitesi
  10. Enstitü: Fen Bilimleri Enstitüsü
  11. Ana Bilim Dalı: Belirtilmemiş.
  12. Bilim Dalı: Belirtilmemiş.
  13. Sayfa Sayısı: Belirtilmemiş.

Özet

ÖZET Bu çalışmada insansız hava araçlarının gelişimi, kategorileri ve görev gereksinimleri ele alınmış; daha sonra da görev gereksinimleri verilen keşif ve gözetleme uzaktan kumandalı öndizaynı gerçekleştirilmiştir. Dizayn D.P. Raymer'in Uçak Dizayn Metodu takip metodun yetersiz kaldığı alanlarda gerek istatistiki incelemelerden gerekse de J. Roskam* in Uçak Dizayn Metodu' ndan yararlanılmıştır. Sonuçta başlangıçta öngörülen görev gereksinimlerini yerine getirecek optimum RPV ortaya çıkarılmıştır. yakın menzilli aracın CRPV5 metodu olarak edilmiş, ancak Dizayn işlemi sırasında RPV nin verilen görev gereksinimlerinden, önce güç/ağırlık oranı istatistiki incelemelerden ve minimum kanat yüklemesi tutunma kaybı hızı, kalkış uzunluğu, tırmanma gibi etkenlere bağlı olarak belirlenmiştir. Elde edilen bu değerlerle başlangıç boyutlandırmaya geçilmiştir. Daha sonra taşıma ve sürükleme hesapları aerodinamik hesaplamalar kısmında, ana elemanların yaklaşık ağırlıkları ağırlık tahmini kısmında hesaplanmıştır. Ayrıca itki sistemi, stabilite ve kontrol, performans hesapları yapılmış ve elde edilen bu değerlerden geliştirilmiş boyutlandır maya geçilmiştir. Geliştirilmiş boyutlandırmada görev ağırlık oranları detaylı olarak incelenmiştir. Ancak sonuçta önceki toplam görev ağırlık oranına yaklaşık olarak eşit bir değer elde edilmiştir. Bu aşamadan sonra kanat yüklemesi ve açıklık oranı optimizasyonuna geçilmiştir. Bunun için kanat yüklemesi - % 20 ve açıklık oranı - % 25 değiştirilmiş sonuçta dokuz değişik hal için gres ağırlık, tırmanma oranı, sürükleme, sabit hız ve yükseklikte dönüş için yük katsayısı hesaplanmıştır. Bulunan bu değerler kullanılarak performans kısıt eğrileri çizilerek optimum RPV bulun muştur. vıı

Özet (Çeviri)

PRELIMINARY DESIGN OF AH UNMANNED AIR VEHICLE FOR CLOSE-RANÖE RECONNAISSANCE AND SURVIELLANCE SUMMARY In this thesis; categories, mission requirements and developments of Unmanned Air Vehicles were analized. Then a Close Range Remotely Plotted Vehicle CRPV) whose mission requirements were given was designed. These Vehicles have been called target drones, radio controlled aircraft, remotely pi lotted vehicles <RPVs), special purpose aircrafts CSPAs) and unmanned air vehicles CUAVs). The vehicles have been improved to execute a lot of missions such as reconnaissance and surviellance, target acquistion, electronic warfare; nuclear, biological and chemical CNBC) recoinnaissance. Because of removing the human pilot from the cockpit, it can be eliminated the risk of human life on hazardous missions and they can be manufactured more cheaper than any other aircraft which has the same missions. Categories of Unmanned Air Vehicle requirements are in four groups: close range, short range, medium range, and endurance. Close Range : In the Close Range, UAVs must be easy to launch, operate and recover; and be relatively inexpensive. Close Range has a range of 30 km and an endurance of 3 hours minimum. They are used for reconnaissance and surviellance, target acquistion, electronic warfare, etc. Short Range : These UAV systems are more robust and sophisticated, can carry a wider variety of pay loads, can perform more kinds of missions than Close Range systems. Short Range has a range of 130 km and an endurance of 8-12 hours. Medium Range ; Medium Range vehicle augments manned reconnaissance platforms by providing high quality, near-real-time imagory. These UAVs are designed to fly at high subsonic speeds and spent relatively small amounts of time over target areas of interest. Medium Range has a range of action of 650 km and an endurance of 2 hours. V1X1Endurance: Endurance systems are characterized by times of flight measured in days and very great ranges and altituds of flight. Mission Requ i r emeni of UAVs : UAVs have a wide variety of misson needs such as operational needs, launch and recovery, radius of action, speed, endurance, information timeliness, sensor type, air vehicle control, ground station, data link, crew size, service need, etc. A CLOSE RANGE RPV DESIGN Mission Requirements: Operational needs Radius of action Maximum level speed Endurance Maximum pay load capacity T-0 and landing run Load factor Service ceiling Reconnaissance and sur viel lance, target aquistion 30 km 148 km/h C80 knots) 3. S hours (2.5 hours sur viel lance) 98.1 N (22 lb) 100 m 4.4;-1.8 2000 m Cruise Loiter Cruise 2 3 ^^A“s,_4 S 30 km 2.5 hours 30 km Climb Engine start and takeoff Descent Landing and stop Figure 1. RPV's mission profile This RPV's mission profile is given in the Figure 1. Conceptual design process is given in the Figure 2. INITIAL SIZING Defining of Thrustx'Weiqht (HP/WO) fraction: The thrust-weight fraction was estimated using a improved statistical equation as follows: IXHP/W =A.CV )C CI) O max where A=0.2546, C= -0.0317 so W =93.7 lb o Wing loading CW/S) : The wing loading was defined by some parameters such as stall speed, takeoff distance, landing distance, climbing, cruise. Wing loadings were found out for each parameters as follows: 2 Parameters Wing loading C lb/ft ) Stall Speed Takeoff distance Landing distance Climb Cruise Selection of wing loading: W/S=5.05 lb/ft2 Mission segment weight fractions : The mission segment weight fractions were defined one by one for engine start and taxi, takeoff, climb, cruise, loiter, cruise, descent, landing and taxi back. Total mission weight fraction was W /W =0.524 and the total aircraft ^ 7 O fuel was 6.9 lb. Weights : The takeoff gross weight is calculated by summing pay load weight, fuel weight, and empty weight as follows: W =W +W +W C2) o p f e where empty weight was defined by using a statistical equation which depends on the takeoff weight. The iteration for defining of the takeoff gross weight begun with an initial guess as to W, and then the fuel weight was calculated troughout the mission, and empty weight was culculated. When the culculated takeoff gross weight did not equal the guessed value for W, this iteration was continued by using the new value for W instead of the previous value. The result is W =84.7 lb. o Geometry s iz ing : In this section, the fuselage, wing, tails, control surfaces were sized by using either statistical equations or basic equations.DESIGN REQUIREMENTS NEW CONCEPT IDEAS TECHNOLOGY AVAILABILITY r INITIAL LAYOUT AERODYNAMICS WEIGHTS PROPULSION SIZING AND PERFORMANCE OPTIMIZATION _L REVISED LAYOUT AERODYNAMICS WEIGHTS PROPULSION LANDING GEAR REFINED SIZING AND PERFORMANCE OPTIMIZATION PRELIMINARY DESIGN Figure 2. RPV conceptual design process Aerodynamics : The lift-curve slope, aerodynamic coefficients were defined. The component buildup method was used for estimation of the parasite Czero-lift5 drag. The component buildup method estimates the subsonic parasite drag of each component of the aircraft using a calculated flat-plate skin-friction coefficient Cc ) and a component ”form factor“ CFF3 as follow: XI£Cc.FF -Q.S. ) f e c e _. ^ _ ~ wet c.,_. c = = + c C3) DO o. Dm i a e r o f To define the drag-due-to lift factor, Oswald span efficiency method was used. Propulsion: In this section, properties of the propeller which are diameter, power coefficient, and advance ratio were defined. Propeller trust for static and forward flight was calculated, and this was showed on a gr aph. Weight estimation: For the estimation of the weights, two methods were used. The first is a crude component buildup based upon planform areas, wetted areas, and a percent of gross weight. The second uses detailed statistical equations for the variuos components. The weight of components were computed one by one according to these methods. Finally, the weights were selected by using the computed weights. Stability and Control : Lift-curve slopes of wing and tails; aerodynamic center derivatives were calculated. Power-off neutral points for both stick- free and stick-fixed were defined. For trim analysis, the angle of attack was varied between 0 and 10 and elevator deflection angle was changed between -1 and -3. For each situation, the total lift coefficients and the total pitching moment coefficients were computed. The total pitching moment coefficient was then plotted vs the total lift coefficient. Per f ormance : Stall speed, takeoff distance, maximum level speed, and rate of climb were calculated. And then the results were showed in the figures. Refined sizing: In the refined sizing section, the mission segment weight fractios were calculated in more detail. But the total weight fraction were remained about the same according to the previous fraction. W/S - Aspect ratio opt imizat ion : For this optimization, W/S was varied between - 20 % and aspect ratio was changed between - 25 %. This variation defined 9 different RPVs. Takeoff weights, rates of climb, drags, sustained load factors were calculated by using a computer program for each different RPV. XllDESIGN REQUIREMENTS NEW CONCEPT IDEAS TECHNOLOGY AVAILABILITY r INITIAL LAYOUT AERODYNAMICS WEIGHTS PROPULSION SIZING AND PERFORMANCE OPTIMIZATION _L REVISED LAYOUT AERODYNAMICS WEIGHTS PROPULSION LANDING GEAR REFINED SIZING AND PERFORMANCE OPTIMIZATION PRELIMINARY DESIGN Figure 2. RPV conceptual design process Aerodynamics : The lift-curve slope, aerodynamic coefficients were defined. The component buildup method was used for estimation of the parasite Czero-lift5 drag. The component buildup method estimates the subsonic parasite drag of each component of the aircraft using a calculated flat-plate skin-friction coefficient Cc ) and a component ”form factor" CFF3 as follow: XI

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