Kanat yapısal dizaynı
Başlık çevirisi mevcut değil.
- Tez No: 39419
- Danışmanlar: PROF.DR. AHMET NURİ YÜKSEL
- Tez Türü: Yüksek Lisans
- Konular: Uçak Mühendisliği, Aircraft Engineering
- Anahtar Kelimeler: Belirtilmemiş.
- Yıl: 1993
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Fen Bilimleri Enstitüsü
- Ana Bilim Dalı: Belirtilmemiş.
- Bilim Dalı: Belirtilmemiş.
- Sayfa Sayısı: 177
Özet
ÖZET Genel olarak uçaklarda yer alan ve esas yük taşıyıcı görevini üstlenen kanat çekirdek yapısı bu çalışmanın içeriğini oluşturmaktadır. Bu çalışma beş ayrı bölümden oluşmaktadır. Her bölüm gerekli re sim, grafik ve tablolar ile daha anlaşılır duruma getirilmiştir. Birinci bölümde, kanat yapılarının tarihsel gelişimi ve kanat yapı elemanları hakkında ön bilgi verilmiştir. ikinci bölümde, kanat çekidek yapısının dizayn esasları, bunun için gerekli konsürüksiyon ve malzeme bilgileri verilmiştir. Yine bu bölümde kanat dizayn ve analizinde gözönüne alınması gereken gerilme çeşitleri ve bunların izin verilen maksimum değerleri hakkında bilgi verilmeye çalışılmıştır. Üçüncü bölümde, bir kanat üzerine teki yen hava yüklerinin ve bu yüklerin meydana getirdiği kuvvet ve momentlerin hesabı verilmiştir. Bu hesapta eliptik kanat yaklaşımı esas alınmıştır. Dördüncü bölümde, kanat elemanlarının analitik model lenmesi, ince lenmiştir. Ayrıca kanat kabuğunda yer alan servis delikleri bu inceleme ye katılmış ve gerekli analiz metotları verilmiştir. Yine bu bölümde ka nat yapı elemanlarının en önemli karakteristiklerinden biri olan karar sızlık modları ve bu konunun kanat dizaynında etkisi açıklanmaya çalışıl mıştır. Beşinci bölümde ise, kanat yapı dizaynında bilgisayar desteği açıklanmıştır. Günümüzün en popüler analiz metodu F.E.M. ve bu metodu kullanan ANSYS programı hakkında bilgi ve uygulama verilmiştir.
Özet (Çeviri)
SUMMARY WING STRUCTURAL DESIGN This thesis has been devoted to design structural wing. This wing has been belonged to a common aircraft. Supersonic aircrafts wings have not been researched in this thesis. So the thermal speciality has been disregarded. An aircraft can be inspected into two parts. Wing structure and fusulage structure. These two parts are different with respect to structural design and the loads. The aim of this research is to give some knowledge about the prelimary design of the wing center box as regards to a lot of stand points. Historical development, introducing wing center box elements, wing cefiter box design principles, materials, moments and forces acting on a wing, analitical modelling of a wing elements, cutouts, stability of the wing elements. The most difficult problem in designing a wing structure is to find a guide that shows step by step the sequence in which the different prob lems have to approached. The flow chart can be given as next page. This thesis includes five chapters. Some chapters have sub chapters. These chapters are discribed below. in the first chapter, the historical development of wing structures are explained over the short period of their history. As with most sub jects a knowledge of steps which led to the present position is a grate %iHistorical Development introducing wing center box Elements İF.E.M. And F.E.A. xii“”help in understanding current problems. Later in this research, there will be more detailed comments concerning structures. Flaying machines obviously changed enormously over the seventy years from the Wright Brothers to Apollo on the moon, and a fighter ace of 1918 flew a very different aircraft from that flown by his succer to day, so a review of the whole development of flaying would be large task. However, there are many different branches of science and engi neering which make up aeronautics as a whole and when these are looked at separately, the problem with them becomes more manageable. As seening at the thesis, structures have made only one major fundamental jump foward, but that was sufficient to change the whole character and appe- rance of aircraft. After that, the basic elements of the wing structure are introdu ced. The purpose of this section is to identify the basic types of wing desing and construction that can be found in most aircraft. ' Note that any requires spanwise members of a great strenght to withstand opera tional stresses, which are greatest during flight and upon landing. All wings can be considered to be of semimonocoque construction as the internal structure carries the primary loads of the wing. The purpose of the secand chapter is to explain the basic princip les of wing design that can be applied to any conventional airplane. The outline of the wing, both in planform and in the cross- sectional shape, must be suitable for housing a structure which is capab le of doing its job. As soon as the the basic wing shape has been deci ded, a preliminary layout of the wing structure must be indicated to a sufficient strenght, stiffness, and light weight structure with a mini mum of manufacturing problems. The wing is essentially a beam which transmits and gathers all of the applied airloads to a central attachment to the fuselage. For preliminary sizing and load purposes it is generally assumed that the total wing load equals the weight of the aircraft times the limit load factor times a safety factor of 1.5. Chapter II has a subchapter which explaine the materials using in the wing structure. As a frame design concepts and technology have be come more sophisticated, materials requirements have accordingly become Xlllfactor times a safety factor of 1.5. Chapter II has a subchapter which explaine the materials using in the wing structure. As a frame design concepts and technology have be come more sophisticated, materials requirements have accordingly become more demanding. The steps from wood to aliminum, and then to titanium and other efficient hight strength materials has involved some very ex tensive development activities and the application of a wide range of disciplines. Structure weight and therefore the use of light materials has always been important. When a modern full -loaded subsonic transport takes off, only about 20% of its total weight is pay load. Of the re maining 80%, roughly half is aircraft empty weight and the other half is fuel. Hence, any saving of structural weight can lead to a corresponding increase in payload. Alternatively, for a given payload, saving in air craft weights means reduced power requirements. Therefore, it is not suprising that the aircraft manufacturer is prepared to invest heavily in weight reduction. In chapter III, the airloads acting on the wing are inspected. Aircraft loads and forces applied to the wing structural compenents to establish the strenght level of the complete wing. These loadings may be caused by air pressure, inertia forces, or ground reactions during landing. The determination of design loads involves a study of the air pressure and inertia forces during certain prescribed maneuvers, either in the air or on the ground. Design wing loads consist of the shears, bending, moments, and torsions which result from air pressures and inertia loadings. Flight loads are those experienced when maneuvering to the limits of the V-n diagram or those caused by gusts. Other flight conditions are those associated with control surface deflections. In addition, wing design loads must be determined for the landing and the taxi conditions. Chapter IV presents approximate methods for the analysis of typical members of semimonocoque structure. Inherently, these structures are highly redudant, and an accurate analysis would require the use of the computer in conjunction with discontinuity of loads etc. are some of the factors which affect the accuracy of the analysis. In addition, in this chapter, cutouts are inspected. The aircraft structure is continually faced with requirements for openings at webs and panels to provide acces or other members pass through. Cutouts in the structures invariably XIVincrease the structural weight because of the structure adjacent to the cutout must be increased to carry the load which would have been carried in the cutout panel. And this chapter has another subchapter which explanes stabilities of the wing structural elements. Chapter V explaines computer aid on wing design. The use of interactive conputer graphics for data handling in design, manufacturing and product support programs quickly spread from aerospace to automotive applications. Probably the most versatile tool in structural analysis is the use of finite element modeling. (FEM) Before FEM, industrial stress analysis was largely an approximate science. The finite element modeling repre sent a part with a mesh-like network of simple geometric shapes combined in building block fashion. Each element has characteristics easily found from simple equations. So the behavior of the entire structure is deter mined by solving the resulting set of simultaneous equations for all the elements. xv
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