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Eurofighter CSA, structure
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Universitatea Politehnica Bucuresti Facultatea de Inginerie Aerospatiala
TEMA DE CASA
- Avion de vanatoare -Model EUROFIGHTER EF2000 TYPHOON
Titulari curs Student:Domocos George
S.I. ing. I. Predoiu Grupa:931 NA
Coordonare tema: S.I. ing. I. Predoiu
Table of contents:
1. Introdiction
2. Origins
3. Testing & Upgradea
4. Design
4.1 Cockpit
4.2 Sensor
4.3 Armament
4.4 Airframe
4.5 Performance
5. History
6. Practical part
1. Introduction
Eurofighter Typhoon is a twin-engine, canard-delta wing, multirole fighter. It is
produced by three companies BAE Systems, Airbus Group and Alenia Aermacchi.
The whole project is managed by the NATO Eurofighter and Tornado Managemen
Agency.
Development of the aircraft effectively began in 1983 with the Future European Fighter
Aircraft program, a multinational collaborative effort between the UK, Germany, France,
Italy and Spain. Due to disagreements over design authority and operational
requirements, France left the consortium to independently develop the Dassault Rafale
instead.
Eurofighter Typhoon is one of the worlds most advanced new generation multi-
role/swing-role combat aircraft available on the market. With 707 aircraft ordered by six
nations (Germany, Italy, Spain, United Kingdom, Austria and the Kingdom of Saudi
Arabia), and in service with all nations, the aircraft is Europe’s largest military
collaborative program. Eurofighter Typhoon is the only fighter to offer wide-ranging
operational capabilities whilst at the same time delivering unparalleled fleet
effectiveness.
The Eurofighter Typhoon is a highly agile aircraft, designed to be an effective dogfighter
when in combat with other aircraft; later production aircraft have been increasingly more
well-equipped to undertake air-to-surface strike missions and to be compatible with an
increasing number of different armaments and equipment. The Typhoon saw its combat
debut during the 2011 military intervention in Libya with the Royal Air Force and the
Italian Air Force, performing reconnaissance and ground strike missions. The type has
also taken primary responsibility for air defence duties for the majority of customer
nations.
2. Origins
The UK had identified a requirement for a new fighter as early as 1971. While the design
would have met the Air Staff's requirements, the UK air industry had reservations as it
appeared to be very similar to the McDonnell Douglas F/A-18 Hornet, which was then
well advanced in its development. Simultaneous West German requirement for a new
fighter had led by 1979 to the development of the TKF-90 concept. This was a cranked
delta wing design with forward canard controls and artificial stability. Although the
British Aerospace designers rejected some of its advanced features such as vectoring
engine nozzles and vented trailing-edge controls, a form of boundary layer control, they
agreed with the overall configuration.
In 1979, Messerschmitt-Bölkow-Blohm (MBB) and British Aerospace (BAe) presented a
formal proposal to their respective governments for the ECF, the European Collaborative
Fighter or European Combat Fighter. In October 1979 Dassault joined the ECF team for
a tri-national study, which became known as the European Combat Aircraft. It was at this
stage of development that the Eurofighter name was first attached to the aircraft. By
1986, the cost of the programme had reached £180 million.
The maiden flight of the Eurofighter prototype took place in Bavaria on 27 March 1994,
flown by DASA Chief Test Pilot Peter Weger. On 9 December 2004, Eurofighter
Typhoon IPA4 began three months of Cold Environmental Trials (CET) at the Vidsel Air
Base in Sweden, the purpose of which was to verify the operational behaviour of the
aircraft and its systems in temperatures between −25 and 31 °C.[ The maiden flight of
Instrumented Production Aircraft 7 (IPA7), the first fully equipped Tranche 2 aircraft,
took place from EADS' Manching airfield on 16 January 2008.
3. Testing & Upgrade
The first production contract was signed on 30 January 1998 between Eurofighter GmbH,
Eurojet and NETMA. The procurement totals were as follows: UK 232, Germany 180, Italy 121,
and Spain 87. Production was again allotted according to procurement: British Aerospace
(37.42%), DASA (29.03%), Aeritalia (19.52%), and CASA (14.03%).
On 2 September 1998, a naming ceremony was held at Farnborough, United Kingdom. This saw
the Typhoon name formally adopted, initially for export aircraft only. This was reportedly
resisted by Germany, perhaps because the Hawker Typhoon was a fighter-bomber aircraft used
by the RAF during the Second World War to attack German targets.[30] The name "Spitfire II"
(after the famous British Second World War fighter, the Supermarine Spitfire) had also been
considered and rejected for the same reason early in the development programme. In
September 1998 contracts were signed for production of 148 Tranche 1 aircraft and
procurement of long lead-time items for Tranche 2 aircraft.[31] In March 2008 the final aircraft
out of Tranche 1 was delivered to the German Air Force, with all successive deliveries being at
the Tranche 2 standard.[32] On 21 October 2008, the first two of 91 Tranche 2 aircraft, ordered
four years before, were delivered to RAF Coningsby.[33]
6.Practical Part – General characteristic of the wing
1. Geometria aripii
- anvergura aripii b 10.95 m
- suprafata aripii S 50 m2
- coarda in axa fuselajului c0 5.9 m
- coarda la extremitatea aripii ce 1 m
- raza fuselajului in dreptul aripii Rf 0.85 m
- unghiul la bordul de atac 0 45 deg 0 0.785
- unghiul la 25% din coarda 25 60 deg 25 1.047
- unghiul la 50% din coarda 50 75 deg 50 1.309
- unghiul la 100% din coarda 100 90 deg 100 1.571
- coarda la incastrare
- alungirea b
2
S 2.398
- raport trapezoidalitate rc0
ce
r 5.9
- coarda medie aerodinamica cma
2
S
0
b
2
yc0
ce c0
0.5 by
2
d
cma 3.045 y 0
- pozitia cma fata de axa fuselajului
ycma root c0
ce c0
0.5 by cma y
ycma 3.19
DIAGRAMA DE MANEVRA
EUROFIGHTER TYPHOON
Calculul factorilor de sarcina corespunzatori diagramei de manevra :
z 16000 0 1.225
1.225 1 2.26105
z 4.225
0.184
S 50 ma 23500
Mc 1.9 To 216.65 c
0
Th To 6.5z
1000 a 1.4 8.314 28.9 Th
a 295.05
vc Mc a vc 560.595 ORIGIN 1
n1 7 n1 7
n2 0.6 n1 n2 4.2
Nm kg
sec2
ma 23500kg masa avionului
S 50 m2
suprafata portanta a aripilor
h 16000m inaltimea considerata pentru efectuarea calculelor
0.184kg
m3
densitatea aerului la inaltimea de 12000 de metri
a 295.05m
sec
viteza sunetului la inaltimea de 12000 de metri
Czmax 1.9 valoarea coeficientului de portanta maxima
Czmax' 0.9 Czmax coeficientul 0.9 semnifica imposibilitatea determinarii precise
a valorii coeficientului de portanta Czmax
Md 2 numarul Mach corespunzator punctului D al diagramei
Vd a Md viteza punctului D al diagramei este viteza maxima constructiva a
avionului
Vd 2124.36kph
Vd 590.1m
sec
DEFINIREA PUNCTULUI A
viteza minima de manevra si reprezinta viteza minima la care se poate
efectua o resursa cu factor de sarcina maxim Va2 n1 ma g
S Czmax'
Va 452.862
m
sec
Va 1630.305kph
numarul Mach corespunzator punctului A al diagramei de manevra Ma
Va
a
Ma 1.535
n' x( )1
2
S
ma g Czmax'
x
c
2
legea de variatie a factorului de sarcina
DEFINIREA PUNCTULUI C
Mc 1.85 nc n1
Vc Mc a Vc 1965.033kph Vc 545.843m
sec
DEFINIREA PUNCTULUI D
nd n1 nd 7
Vd 2.124 103
kph Vd 590.1m
s
DEFINIREA PUNCTULUI E ne 0
Ve Vd Ve 2.124 103
kph Me Md
Ve 590.1m
s
DETERMINAREA PUNCTULUI G
ng n2 ng 4.2
Czmax'' 0.65Czmax Czmax'' 1.235
Vg2 n2 ma g
S Czmax'' Vg 1.486 10
3 kph Vg 412.768
m
sec
MgVg
a Mg 1.399
n'' x( ) 1( )1
2
S
ma g Czmax''
x
c
2
DETERMINAREA PUNCTULUI F
Vf Vc Vf 1.965 103
kph Vf 545.843m
s
MfVf
a Mf 1.85
i 1 4 j 1 3 k 1 2
TRASAREA DIAGRAMEI DE MANEVRA
Ms
Ma
Mc
Md
Me
ns
n1
n1
n1
ne
Mi
Mf
Mg
Mg
ni
n2
n2
n2
MlMc
Me
nln2
ne
x 0.1
Ves Ms a c
Vea Ma a cs
m Ved Md a c
s
m
Vei Mi a c
Vel Ml a c Veg Mg a cs
m
x1 0 0.001 Vea x 1
x2 0 0.001 Veg y 1
x3 0 0.01 Ved
0 200 400 600
0
5
Diagrama de manevra
viteza
fact
or
de
sarc
ina
DIAGRAMA DE RAFALA -metoda rafalelor discrete
w1 20m
sec w2 15
m
sec w3 7.5
m
sec
Czmax' 1.71 b 10.95m
cmgS
b
cmg 4.566m
Czb 3.724 rad1
Calculul punctului B'
g
2ma g
S
cmg g Czb g 300.431
b0.88 g
5.3 g b 0.865 M < Mcr
ca1
2
S
ma g Czmax' cb
1
2
S
ma g Czb b w1 cc 1
f v( ) ca v2
cb v cc
ca 3.413 105
s
2
m2
cb 1.286 103
s
m
v1cb cb
24 ca cc
2 ca v1 687.712kph
v1 191.031m
s
v2cb cb
24 ca cc
2 ca
v2 552.12 kph v2 153.367m
s
Se ia in considerare solutia pozitiva => Vb' v1
Calculul factorului de sarcina in punctul B' nb'1
2
S
ma g Czmax' Vb'
2 nb' 1.246
Punctul C'
Czcma g
1
2 Vc
2 S
Czc 0.168
Mc 1.85
Czc 4.255
g
2ma g
S
cmg g Czc g 262.939
M < Mcr
c0.88 g
5.3 g
c 0.863
Calculul factorului de sarcina in punctul C'
nc' 11
2
S
ma g Czc c w2 Vc nc' 1.6
PUNCTUL D'
Czdma g
1
2 Vd
2 S
Czd 0.144 Md 2
Czd 3.34
g
2ma g
S
cmg g Czd g 334.971
M > Mcr
dg
1.03
6.59 g1.03
d 0.984
Calculul factorului de sarcina in punctul D'
nd' 11
2
S
ma g Czd d w3 Vd nd' 1.29
PUNCTUL G'
Vb' 687.712kph ng' 1
1
2
S
ma g Czb b w1 Vb' ng' 0.754
PUNCTUL F'
nf' 11
2
S
ma g Czc c w2 Vc nf' 0.4 Vc 1.965 10
3 kph
PUNCTUL E'
Vd 2.124 103
kph ne' 1
1
2
S
ma g Czd d w3 Vd ne' 0.71
Vech Vb' cs
m
nrs' v( )1
2
S
ma g Czmax'
v
c
2
v 0 0.1 Vech v' 0 0.0001 0.9
nrs
nb'
nc'
nd'
ne'
nri
1
ng'
nf'
ne'
mrs
Vb'
Vc
Vd
Vd
c mri
0
Vb'
Vc
Vd
c i 1 4
DIAGRAMA DE RAFALA
0 200 400 600
0
1
2
3
Viteza
Fac
tori
de
sarc
ina
ANVELOPA DE ZBOR A AVIONULUI
x 0 0.001 Md 0.05
0 200 400 600
0
5
Viteza
Fac
tor
de
sarc
ina
SARCINI DE CALCUL PE AMPENAJE
1.MANEVRA BRUSCA DE PROFUNDOR
p.poz 25 deg p.neg 15 deg bracajele de profundor
s0 26.5 suprafata ampenaj orizontal
L0 12.5 7.3 5.2
dCz_dp 0.8
xcg 7.3 pozitia cg avion fata de bot
P 0.poz1
2 VA
2 s0 dCz_dp p.poz P 0.poz 2.5466 10
4
P 0.neg1
2 VA
2 s0 dCz_dp p.neg P 0.neg 1.528 10
4
Jy 1070550 momentul de inertie masic in jurul axei Oy
y.poz
P 0.poz L0
Jy
y.poz 0.1237
y.neg
P 0.neg L0
Jy
y.neg 0.0742
npoz x( ) 1P 0.poz
G y.poz
x xcg
g nneg x( ) 1
P 0.neg
G y.neg
x xcg
g
x 0 1 50
0 20 400.6
0.8
1
1.2
1.4
npoz x( )
nneg x( )
x
npoz 0( ) 1.0184 npoz 11.3( ) 1.1609
nneg 0( ) 0.9889 nneg 11.3( ) 0.9035
2.MANEVRA CONTROLATA DE PROFUNDOR
vc 0.5 VA VC
vc 499.352
y120
vc
n1 n1 1.5( ) y1 1.542
n'poz x( ) 1y1 Jy
L0
1
G
y1 x xcg
g
n'neg x( ) 1y1 Jy
L0
1
G
y1 x xcg
g
x 0 1 50
0 10 20 30 40 5010
5
0
5
n'poz x( )
n'neg x( )
x
n'poz 0( ) 1.2296 n'poz 11.3( ) 3.0058
n'neg 0( ) 0.7704 n'neg 11.3( ) 1.0058
3.MANEVRA BRUSCA DE DIRECTIE
d.poz 15 deg d.neg 15 deg bracajele de directie
sv 18.61 suprafata ampenaj vertical
Lv 5.3 hv 0.3 distanta dintre cg avion si focar amp. vertical
dCzv_d 1.15
P v.poz 1.5425 104
P v.poz
1
2 VA
2 sv dCzv_d d.poz cresterea de portanta pe
a.v.
P v.neg1
2 VA
2 sv dCzv_d d.neg P v.neg 1.5425 10
4
Jz 1185800 momentul de inertie masic in jurul axei Oz
z.poz
P v.poz Lv
Jz
z.poz 0.0689
z.neg
P v.neg Lv
Jz
y.neg 0.0742
ny.poz x( )P v.poz
Gz.poz
x xcg
g ny.neg x( )
P v.neg
Gz.neg
x xcg
g
0 10 20 30 40 500.4
0.2
0
0.2
0.4
ny.poz x( )
ny.neg x( )
x
ny.poz 0( ) 0.0156 ny.poz 11.3( ) 0.095
ny.neg 0( ) 0.0156 ny.neg 11.3( ) 0.095
4.SARCINI DE MANEVRA DE DIRECTIE, in zbor cu deriva
d'.neg 25 deg bracajele de directie
jj 15 deg unghiul de deriva
dCzv_djj 3.6
Pv1
2 VA
2 sv dCzv_djj jj Pv 4.8287 10
4 portanta a.v.
modificarea de portanta
pe a.v. P v
1
2 VA
2 sv dCzv_d d'.neg P v 2.5708 10
4
z
Pv P v Lv
Jz
z 0.1009 acceleratia unghiulara
ny x( )Pv P v
Gz
x xcg
g
0 10 20 30 40 500
0.2
0.4
0.6
ny x( )
x
ny 0( ) 0.0228 ny 11.3( ) 0.1391
SARCINI DE CALCUL LA ATERIZARE
1. Aterizare pe 3 puncte cu reactiuni inclinate
la 7.3 3.8 3.5 pozitia jambei de bot, respectiv a jambelor principale fata de cg avion
lp 1.4
nat 2.5 factorul de sarcina la aterizare
n'at 0
Lat 0.5 cit reprezinta portanta din G la aterizare , P=Lat*G
0.3 coeficientul de frecare cu pista
Given
nat Lat G Rza Rzp 0
la Rza lp Rzp 0
sol Find Rza Rzp
prima valoare este pe jamba de bot, cealalta valoare pe jambele principale sol
1.3173 105
3.2934 105
2. Aterizare pe 2 puncte (roata de bot inca nu a atins solul)
Rzp' nat Lat G Rzp' 4.6107 105
h 1.65
y.at
h Rzp' lp Rzp'
Jy
y.at 0.8161
reactiuni pe jambele principale
acceleratia unghiulara la aterizare