飞机平板及型架设计含proe三维及6张CAD图
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飞机平板及型架设计含proe三维及6张CAD图,飞机,平板,架设,proe,三维,CAD
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3.1IntroductionFunction and design requirementsThe preliminary general arrangement of the aircraft is closely tied up with the fuselage, the main dimension of which should be laid down in some detail, In fact, the fuselage represents such an important item in the total concept that its design might well be started before the overall configuration is settled. The main characteristics of the fuselage are as follows:a.It constitutes the shell containing the payload which must be carried a certain distance at a specified speed. It must permit rapid loading before the flight and rapid unloading after it. The fuselage structure also offers protection against climatic factors (cold, low pressure ,a very high wind velocity) and against external noise, provided suitable measure have been taken.b.The fuselage is the most suitable part for housing the cockpit ,the most functional location generally being in the nose.c.The fuselage may be regarded as the central structural member to which the other main part are joined(wings, tail unit and some cases the engines )on the one hand , and as the link between the payload and the aircraft on the other. In some aircraft a number of these duties are assigned to tail booms.d.Most of the aircraft systems are generally housed in the fuselage ,which sometimes also carries the engines ,fuel and/or the retractable undercarriage. Although the installation of aircraft systems will not be dealt with in this chapter, the reader may refer to Fig. 3-1 which shows how the Auxiliary power Unit(A.P.U.)and the air-conditioning equipment can be installed in the fuselage.Many of the requirements laid down in relation to the fuselage limit the designers range of choice. The list below though far from complete-enumerates the factors which should be given serious attention as they affect most designs.a.The drag of the fuselage should be low ,since it represents 20 to 40% of the zero-lift drag. At a given dynamic pressure the drag is mainly determined by the shape and the wetted area. If we choose a fuselage diameter 10% larger than strictly necessary, the direct result will be a 1.5-3% increase in total drag . This will mean a higher fuel consumption or decreased range, increased takeoff weight ,hence another drag increment ,ect. This “snowball effect” in weight growth depends on the type of operation for which the aircraft is to be used ,and this , in turn ,determines how much effort should be made to achieve minimum drag. In the case of a freight aircraft designed for low speeds and modest yearly utilization , such as the short “sky van” , a good aerodynamic shape has been sacrificed to easy loading by means of a readily accessible rear loading door. b.The structure must be sufficiently strong , rigid and light , possess affixed useful life and be easy to inspect and maintain. In order to avoid fatigue failure of the pressure cabin, a relatively low stress level should be chosen for the sky ,e.g. 12,000p.s.i.(850 kg/c)which is about 30% of the.limit for at 2024-T3.( 12,000的（850kg/ c），Pressure cabins have a circular cross-section ,or a cross-section built up of segments of a circle. c.Operating costs are influenced by the effect of the fuselage design on fuel consumption and by manufacturing costs. Generally speaking ,we gain by keeping the fuselage as small and compact as possible within acceptable limits. On the other hand ,it must be remembered that the design and dimensions of the fuselage are decisive factors with regard to the aircrafts earning capacity. In aiming for a compact design, the designer should never go so far that potential customers will reject the aircraft because it lacks comfort as a result of cramped accommodation.d.The fuselage does not merely serve to carry the empennage, but also affects the tail plane configuration. It will generally contribute a destabilizing effect to the aerodynamic moments in pitch and yaw which is approximately proportional its volume, while the stabilizing contribution of the tail surfaces is mainly dependent on the length of the fuselage tail.介绍功能和设计要求飞机总体布置最基本的是机身的紧密结合, 主要的力度应该注重在这一细节,事实上, 机身代表着重要的项目,其总的设计理念可能源于最初的总体结构。机身的主要特点如下：a.它构成了壳含有必须在指定的速度进行一定距离的有效载荷。(必须允许它在飞行前和卸货后，迅速快速装。机身结构也提供了对气候因子的保护（冷、低压、非常高的风速）与外部噪音, 提供已采取适当的措施。b. 机身是最合适的部分房屋驾驶舱，最普遍的功能定位是鼻子。c. 它机身可被视为中央结构成员，而其他主要部分是加入了（翅膀，尾巴单位和某些情况下，发动机)一方面和之间的有效载荷和对其他飞机的联系。 在一些这些职务的分配给飞机尾部繁荣。d.大部分的飞机系统一般都设在机身，有时还带有发动机，燃料和/或可伸缩的起落架。 虽然飞机系统的安装将不会处理与本章，读者可参考图。3-1显示如何辅助动力单元（APU）和空气调节设备可以在机身安装。 关于机体极限提出的许多要求选择的设计师的范围。下面，虽然远远没有完成，列举了应给予重视的因素，因为它们影响最大的设计清单。a.机身的阻力应该不大，因为它代表零升阻力的20至40。在给定的动态压力的阻力主要是由湿润区的形状和决定。如果我们选择一个机身直径大于10的绝对必要， 直接结果将是总阻力1.5-3的增长。 这将意味着更高的燃料消耗或下降范围，增加了起飞重量，因此又拖增量，等。这种“滚雪球效应体重增长”依赖于它的操作类型的飞机是被使用，而这反过来又决定了应作出努力，以实现最低的拖累。在低转速和适度每年利用，设计的，例如短期“空中货车”一货运飞机，一个良好的气动外形案件已牺牲容易装载一个容易获得通过后装载门手段。b.该结构必须足够强大，刚性，重量轻，具有贴使用寿命并易于检查和维护。为了避免压力舱，一个相对较低的应力水平疲劳失效，应选择了天空，（如其中约30的限制在2024 - T3航站楼。) 压力舱
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