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S.N.OMKAR
PROBLEM:
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MISSION PROFILE:
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V-n DIAGRAM:
WEIGHT ESTIMATION:
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WEIGHT ESTIMATION:
AIRFOIL SELECTION:
▣ Different aerofoil were considered for study and an optimum
aerofoil was chosen. The University of Illinois-Urbana Champaign
aerofoil database was used for selecting number of aerofoil, the
website also gives the co-ordinate files and aerodynamic data.
▣ Initial study of the aerofoil was done based on the historical data of
small UAVs. It was seen that most of the UAVs had slightly cambered
aerofoil so that payload carrying capacity is high. Few UAVs had very
high cambered aerofoil which was mission specific.
▣ XFLR5 was used extensively in the design phase, which includes the
aerodynamic study of aerofoils. The aerofoils considered were as
follows
▣ a. CLARK-Y , b. Eppler 420, c. FX 63-137, d. Cr001sm,
e. AQUILA 9.3%, f. S7075
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Cont…
▣ From the graphs, it is seen that FX 63-137 and CR001sm have
Aerodynamic characteristics better than any other aerofoil
considered.
▣ FX 63-137 is highly cambered aerofoil and is used in case of missions
which have high payload carrying capacity as a requirement.
▣ Also, FX 63-1137 may give rise to high profile drag looking at the
aerofoil’s curvature, so CR001sm was chosen as the best aerofoil
which meets all the user requirements.
▣ However, some modifications to the aerofoil was needed like
increasing the thickness of the aerofoil to accommodate the servo
motors and other components in the wing.
▣ The effect of increasing and decreasing the thickness on the
aerodynamics was studied, XFLR5 analysis was carried out for
CR001sm with an increase in the thickness from 7% to 9%
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RESULT:
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EFFECT OF SWEEP:
▣ Sweep is generally used in aircraft which operate close to
Mach 1 and above to reduce the shock effects and drag
by shock wave.
▣ Additionally sometimes sweep is given to aircraft which
operate at low Reynolds number to shift the centre of
gravity.
▣ There is a decrease in surface area of the wing when
there is sweep which means lift is lost.
▣ So it was decided not to have sweep since centre of
gravity can be shifted by other methods, more
importantly it is advisable to have high surface area to
have more lift.
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EFFECT OF DIHEDRAL:
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FUSELAGE DESIGN:
EMPENNAGE DESIGN:
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Cont…
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▣ The empennage was designed using the conventional techniques. Different tail
parameters were found using the empirical relations; Tail aerofoil was chosen to
be NACA 0012 common for both Horizontal tail and Vertical tail. The parameters
and respective dimensions are listed below.
▣ The initial dimensions of tail were found assuming the geometries to be tapered
rectangle. Later the edges were curved and tweaked in order to make the fins
more aerodynamic and aesthetically good, which resulted in the slight
modifications to the root chords and tip chords in order to keep the same area.
▣ The vertical position of the wing with respect to tail was found to be 0.255m to
avoid the wing downwash and tail stall. The initial NMG had empennage above
the wing, after iterations and discussions with ARDC it was decided to have the
empennage below the wing for giving the same effect and also meet the
portability issues. The current version has better portability than the previous
one since the empennage boom is attached to the fuselage and is easily
replaceable.
RESULTS:
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▣ The static stability analysis was done for the UAV using
XFLR5.
▣ A virtual model of aircraft was created in the software
and analysis was performed to get the pitching moment
(CM) of the entire aircraft comprising of wing and tail
with respect to Angle of Attack.
▣ The aircraft is said to be stable when the slope of CM v/s
alpha graph is negative.
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AILERON DESIGN:
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AILERON DESIGN:
AILERON DESIGN:
▣ From the discussion with professional aero modelers it was decided to increase the
area by around 25% more than the obtained area which includes some allowance and
factor of safety. The Aileron design data is shown in the table below
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RUDDER DESIGN:
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DRAG ESTIMATION:(PYLON)
DRAG ESTIMATION:(WING)
▣ Form factor was found by considering the maximum thickness to chord ratio, the
location along the chord along which this maximum thickness occurs and the Mach
number.
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DRAG ESTIMATION:(WING)
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MOTOR SELECTION:
▣ The motor is the integral part of the UAV, since it provides necessary thrust for
the vehicle to propel forward. It was decided to use brushless DC motor for the
UAV since brushless DC motor has lot of advantages over conventional DC
motors one major advantage being lesser vibrations.
▣ In a levelled flight, the thrust is equal to the drag and Lift is equal to the weight.
For the vehicle to propel forward the thrust should be greater than drag which
means the body has to generate more thrust to overcome the drag.
▣ One major purpose of drag estimation is to select an appropriate motor, from
the drag estimation, the drag offered by the major elements is found to be
around 1.45 kg and taking into account of drag offered by miscellaneous
elements like tail boom, structural arrangements, pylon etc. an addition of 0.55
kg for drag is given as allowance/factor if safety which implies that the total drag
offered by the UAV is around 2.0 kg
MOTOR SELECTION:
▣ The motor selected should have the thrust rating higher than 2.0 kg, a
sufficient factor of safety of 0.5 kg was taken in order to include the
unaccounted drag. The thrust produced also depends on the diameter of
propeller used.
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POWER CALCULATIONS:
POWER CALCULATIONS:(TAKE-OFF)
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▣ The above table gives power required by motor for above phases of flight.
The total energy / power requirements will depend on the time spent in
each phase which is a part of mission strategy by the user. This will enable in
proper selection of motor power and battery capacity
ENDURANCE CALCULATIONS:
▣ The endurance of the UAV depends mainly on the Energy density of the
battery and the endurance factor of the aerofoil. The energy density is
assumed to be 150 Wh/kg which is the highest available in the market. The
(CL)3/2 / CD for the aerofoil is found to be 22
▣ From the LRU data given, the mass of battery is 25% that of the mass of
aircraft. Equations for calculating the endurance for electric powered
aircraft have been developed by Wagner et al.
▣ Where,
E is Energy density, ηm and ηp are the efficiency of motor and propeller, ma
is aircraft weight, Sw is the area of wing, t is the endurance of the aircraft,
Maximum efficiencies of propeller and motor as taken from RC Groups and
Aero modellers
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ENDURANCE CALCULATIONS:
▣ The value of CD here is the overall drag of the aircraft, the XFLR analysis is
limited only to the analysis of wing-tail configuration. Hence the values
obtained may not be suitable for estimating endurance of the aircraft,
however the drag considered here is using the component build-up method.
For exact analysis CFD techniques are recommended
ENDURANCE CALCULATIONS:
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ENDURANCE CALCULATIONS:
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