Академический Документы
Профессиональный Документы
Культура Документы
[1]
--------------------------------------------------------ABSTRACT----------------------------------------------------------The main objective of this project is to design and analyze aerodynamic as well as structural loads of the remote
controlled aircraft which uses solar energy emerged by the sun as a fuel. Designing of a solar powered aircraft
is a challenging task. Because using solar panels to generate enough energy to fly an aircraft is very difficult.
The generation of energy depends on the operating geographical area, weather and number of panels used on
the aircraft. The wing span of the aircraft should be increased to mount the solar panels to produce more
energy. This results in increasing weight and drag, which also increases number of ribs and length of spars.
According to these conditions stiffness of the wing has to be increased to prevent from failure. Aluminium and
Poly-urithene foams are used for ribs and spar structure. RC aircraft is designed by using Xflr software. 3D
modeling is performed using Catia v5. This design is imported to Nastran Patran for analysis where linear
analysis is carried out on wing structure. The distribution or variation of aerodynamic loads, maximum
principle stress, shear stress and maximum deflection are tabulated after the analysis. Reserve factor values for
the ribs, spars and skin of the wing are estimated. Stability and factor of safety are determined using the
analysis as per the airworthiness standards.
Keywords - Angle of attack, principal stress, shear stress, aerodynamic loads, reserve factor, factor of safety.
-------------------------------------------------------------------------------------------------------------------------------------Date of Submission: 06 November 2015
Date of Accepted: 15 December 2015
--------------------------------------------------------------------------------------------------------------------------------------
I. Introduction
The success of a solar powered aircraft which can fly continuously was a great challenge a couple of years back,
yet this phenomenal test has been able to be conceivable today. To be perfectly honest, discriminating advances
have been recognized starting late in the spaces of versatile solar cells, high imperativeness thickness batteries,
UAVs are generally used as a piece of military applications for affirmation, regular recognition, ocean
observation and mine departure works out. Non-military applications are characteristic surveillance, rice paddy
remote recognizing and sprinkling and also system upkeep. There has risen a late criticalness for the aerospace
business to discover more practical answers for existing innovations. Blazing plane fuel is one of the numerous
supporters to carbon dioxide emanations (among others). A majority of our exploration was devoted to assessing
the capability of sun based power as an option force source. Through this examination - and in addition some
introductory outline it was chosen to enlarge a RC model aircraft to outfit solar powered in conjunction with its
standard battery framework. The idea is very straightforward, furnished with the solar panels skinning its wing; it
recovers vitality from sun keeping in mind the end goal to gives energy to the drive framework and controlling
hardware, and then accuses battery of the excess of vitality. Amid in night, the main vitality accessible originates
from battery, which releases gradually until the following morning when another cycle begins. Expansion to
solar panels includes a dynamo which runs battery power. The impetus cycle begin by first supplying force from
solar cells or photovoltaic cells to batteries. Batteries store the charges and supplies to the engine in turn engine
runs and it will interface the propeller with a dynamo by certain instrument which thus produces force is put
away in batteries.
II. Methodology
Aircraft designing is a process that extends of creating and /or sketching new flight on the paper. These process
are classified in to three types and they are
a. Conceptual.
b. Preliminary.
c. Detailed.
The methodology provides conceptual design from which general requirements and size is estimated. These are
carried by using preliminary determination of aerodynamics and weight to make a better final unit. The plan's
www.theijes.com
The IJES
Page 29
www.theijes.com
The IJES
Page 30
www.theijes.com
The IJES
Page 31
www.theijes.com
The IJES
Page 32
CLARCK-Y AIRFOIL
GOE 446 AIRFOIL
GOE 528 AIRFOIL
GOE 412 AIRFOIL
USA 27 mod. AIRFOIL
Selected GOE 611 airfoil because of the reason it is most commonly used in gliders and which is easy to
fabricate by hand.
www.theijes.com
The IJES
Page 33
www.theijes.com
The IJES
Page 34
www.theijes.com
The IJES
Page 35
1900 mm
420 mm
400 mm
Root chord
240 mm
210 mm
180 mm
Tip chord
160 mm
110 mm
100 mm
Area
0.38 m2
0.06 m2
0.03 m2
202 mm
136.54
143.81
Aspect ratio
9.50
3.11
2.86
2.410
7.460
5.710
www.theijes.com
The IJES
Page 36
Element Type
Number of elements
Bar
242
Quad
3039
Tria
96
Table Type of Elements Used
www.theijes.com
The IJES
Page 37
Component
Nose spar
Properties
Hollow Square (w=8,h=8,t=1)
L-Section(w=8,h=8,t=1)
W=12;H=12:
Material: Aluminium
Ribs
Skin
t = 13
t=3
Front spar
1
1D
2D
2D
V. ANALYSIS
After the application of Loads and Boundary conditions, with all the inputs of material selection and definition
of properties, the FE model of the component is ready to undergo the analysis procedures. The type of analysis
chosen here is a Linear static analysis with solution sequence code SOL101, the BDF (Bulk data file) is created,
it contains information about elements grid or node spc and material properties load and boundary conditions,
and BDF is the input file for the Solver (Msc.Nastran). The bdf of composite fuselage is shown below.
From the linear static stress analysis, from the Nastran &Patran software, the Von mises stress, Maximum
principal stress, Minimum Principal Stress, Maximum Shear Stress and the displacement results are obtained and
those results are quick plotted in Patran and simulated for better understanding of the behavior of the structure
for the loads applied.
VI. RESULTS
Reserve Factor
The result validation is done based on material ultimate strength with R.F (Reserve Factor) table.
R.F= ultimate strength/obtained stress
Note:
If R.F value is less than 1 means component fails.
If R.F value is greater than 1 to 1.5 means component is safe.
If R.F value is greater than 1.5 means component is too safe.
Calculations
Maximum take of wieght = 3.5 kg 9.81 = 34.335 N
Limit load = take of wieght lift
Load factor at max G condition (lift load) = 1.5 G
34.335 1.5 = 51.5025 N
Design load = limit load factor of safety
Factor of safety = 1.5
51.5025 1.5 = 77.2537
www.theijes.com
The IJES
Page 38
Sl No.
Component
Types of stress
Von mises
Skin
Max Principal
Max Shear Stress
Ribs
Front Spar
Reserve factor
1.061538
20.7
1.106952
12.42
1.244489
N/mm
N/mm
19.5
N/mm
20.7
1.061538
18.7
N/mm2
20.7
1.106952
9.98
12.42
1.244489
480
347.8261
480
3076923
480
614.5967
Max Principal
Max Shear Stress
9.98
N/mm2
Ultimate tensile
strength of
material
20.7
Von mises
Von mises
Nose Spar
18.7
Units
Max Principal
Max Shear Stress
Result
obtained
19.5
1.38
1.56
0.784
N/mm
N/mm
N/mm
N/mm
Von mises
10.8
N/mm
480
44.44444
Max Principal
10.2
N/mm2
480
47.05882
5.74
480
83.62369
N/mm
Type of stress
Von mises (N/mm2)
Maximum Principle stress (N/mm2)
Maximum shear stress (N/mm2)
Displacement(mm)
Ribs
www.theijes.com
The IJES
Result
Obtained
19.5
18.7
9.98
56.7
19.5
18.7
9.98
11.2
1.38
1.56
0.781
0.00947
10.8
10.2
5.74
0.041
Material
PU-Foam
PU-Foam
Aluminium
Aluminium
Page 39
VII. CONCLUSION
Design of the aircraft which includes aerodynamic forces (lift is 2.5 and thrust 16m/s) are calculated and
Cl/Cd, Cl/AOA, Cd/AOA and Cm/AOA graphs are also plotted using Xflr software by considering the
GOE 611 airfoil for main wing and NACA 0010 airfoil for tail.
Designed model from the Xflr software has designed in 3D model using Catia v5 software by considering
the ribs and spar structure of wing which includes front and nose spar with 10 numbers of ribs.
Analysis of the main wing has been carried out using Nastran and Patran software where von mises
stress, maximum principal stress, maximum shear stress and deflection of the spars, skin and ribs of the
main wing are calculated by considering skin and ribs are PU foam materials and the spars are
Aluminium materials.
The von mises stress and the Reserve factor of the skin are 19.5 N/mm2 and 1.061538, ribs are 19.5
N/mm2 and 1.061538, nose spar are 1.38 N/mm2 and 347.8261 and for front spar are 10.8 N/mm2 and
44.4444.
The maximum principal stress and Reserve factor of skin are 18.7 N/mm2 and 1.106952, ribs are 18.7
N/mm2 and 1.106952, nose spar are 1.56 N/mm2 and 307.6923 and front spar are 10.2 N/mm2 and
47.05882.
www.theijes.com
The IJES
Page 40
REFERENCES
[1] [1]
[2]
[3]
[4]
[5]
[6]
[7]
[8]
[9]
[10]
[11]
[12]
[13]
[14]
[15]
[16]
[17]
[18]
[19]
D. P. Raymer, "Flying machine Design : A Conceptual Approach"published by American Institute of Aeronautics and
Astronautics,Inc. 370 L'Enfant Promenade, S.W., Washington, D.C. 20024.
Aircraft Design and Performance, by Anderson.
Computational Approaches for Aerospace Design The Pursuit of Excellence ,by A. J. Keane, Prasanth B.N
D. Howe, Aircraft Loading and Structural Layout.
Airframe Structural Design Practical design Information And data On Aircraft Structures, by Michael Chun-Yung Niu for
Lockheed Aeronautical Systems Company, Burbank, California. .
Projects for Aircraft Design by L.R. Jenkinson James, F Marchman III
Design of Civil Jet by L. R. Jenkinson, P Simpkin, D Rhodes
Flightglobal Archive . "UKs first solar aircraft takes off"
AIAA/SAE/ASME 20th Joint Propulsion Conference. "AIAA paper 84-1429"
Solar Challenger. "Solar Challenger"
Calculating method of wing characteristics from lifting line theory, by J C. Sivells and Robert H. N in April 1947, NACA
Technical Note 1269.
" Prediction vs. Results ", by A Deperrois Presentation document, July 2008
http://xflr5.sourceforge.net/docs/Results_vs_Prediction.pdf
Mueller, T.J., Low Reynolds Number Vehicles, AGARDograph No. 288.
"Transonic Low-Reynolds Number Airfoils," by Drela, M.
"The Quest of High Lift," by Wortmann, F.X.
" Design of High-Lift at Low Re Number Airfoil", by Selig, M.S. and Gugli J.J.
"Flight Testing of Navy Low Reynolds Number by Foch, J.R. and Toot, P.L.
Solar Flight History, by RJ Boucher AIAA Paper 84-1429
Airfoil Data and Design, by Eppler, R Springer-Verlag, New York.
www.theijes.com
The IJES
Page 41