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Propeller Theory

1. The document discusses propulsion systems including propellers, internal combustion engines, gas turbine engines, and chemical rockets. It focuses on analyzing propellers using actuator disk theory. 2. Actuator disk theory models the propeller as a disk that increases pressure. It uses conservation of momentum and Bernoulli's equation to relate thrust, velocity, and pressure changes across the disk. 3. The analysis derives equations for thrust, power required, and propeller efficiency as functions of velocity and propeller-induced velocity. It also discusses how fixed-pitch and variable-pitch propellers affect the ability to meet the ideal power requirement.

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ponian25
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354 views

Propeller Theory

1. The document discusses propulsion systems including propellers, internal combustion engines, gas turbine engines, and chemical rockets. It focuses on analyzing propellers using actuator disk theory. 2. Actuator disk theory models the propeller as a disk that increases pressure. It uses conservation of momentum and Bernoulli's equation to relate thrust, velocity, and pressure changes across the disk. 3. The analysis derives equations for thrust, power required, and propeller efficiency as functions of velocity and propeller-induced velocity. It also discusses how fixed-pitch and variable-pitch propellers affect the ability to meet the ideal power requirement.

Uploaded by

ponian25
Copyright
© Attribution Non-Commercial (BY-NC)
Available Formats
Download as PPT, PDF, TXT or read online on Scribd
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AER 710 Aerospace Propulsion

Introduction Propellers Internal Combustion Engines Gas Turbine Engines

Chemical Rockets
Non-Chemical Space Propulsion Systems

C-130

Nieuport N.28C-1

Introduction to the Propeller


The rotating blade of a propeller shares similar characteristics to a wing passing through the air A propeller blade generates thrust F through an aerodynamic lift force component, demands an engine torque Q to overcome aerodynamic drag, and will stall if the local resultant angle of attack of the blade exceeds Additional factors: trailing vortex generation, tip losses, compressibility
max

Martin MB-2

DH-98 Mosquito

Forces acting on wing airfoil section (above) and propeller blade section (below)

Actuator Disk Theory For evaluation of propeller performance, one can apply a simple analytical approach using the principle of linear momentum conservation, and treating the propeller as an actuator disk where there is a step increase in pressure

Thrust generated by disk:

( V3 V0 ) A3V3 ( V3 V0 ) F m
Alternatively:

F A1 ( p 2 p1 )
Bernoullis eq. applied from upstream to front of disk:

1 1 2 2 p0 V0 p1 V1 2 2

Similarly, downstream of disk:

1 1 2 p 2 V2 p3 V32 2 2
Noting po = p3 , and V2 = V1, via subtraction one gets:

1 1 2 2 p 2 p1 ( V3 V0 ) ( V3 V0 )(V3 V0 ) 2 2 Conservation of mass, incompressible flow:


A3V3 = A1V1
Substituting from earlier:

F A1 ( p 2 p1 ) A3V3 ( V3 V0 )

and
p 2 p1

A3 1 V3 ( V3 V0 ) ( V3 V0 )( V3 V0 ) A1 2

which gives the simple result:


V3 V0 V1 2

Define propeller-induced velocity w such that:

V1 V0 w
V3 V0 2w
and so for thrust,
F A1V1 ( V3 V0 ) A1 ( V0 w )(V0 2w V0 ) 2 A1 ( V0 w )w

Ideal power required:


P 1 1 1 V32 m V02 A1 ( V0 w )[(V0 2w )2 V02 ] 2 A1 w( V0 w )2 m 2 2 2

or

P F ( V0 w )

Since power from a piston or turboprop engine is relatively constant at a given altitude, one can expect the thrust to drop as the airplane picks up airspeed, according to this correlation. If one wishes to find w as a function of F, from earlier:

( 2 A1 )w 2 ( 2 A1V0 )w F 0

giving

V0 1 2F 2 w V0 2 2 A1
Ideal static power (Vo = 0):

Po Pind ,o Fo wo
Ideal propeller propulsive efficiency:

Fo3 / 2 2 A1

pr ,i

FV0 F ( V0 w )

1 1 w V0

or via substitution (q is dynamic pressure):

pr ,i

2 1 1 F qA1

Actual propeller propulsive efficiency, in terms of useful (thrust) power and engine shaft power PS :

FV pr pr ,i PS
Correction factor, less than 1, for ideal power estimate:

P F ( V0 w ) ( correction factor ) PS
Variable-pitch propeller better able to approach the ideal power requirement, as compared to a fixed-pitch propeller, in accommodating different flight speeds and altitudes.

Exercise
To propel a light aircraft at an absolute velocity of 240 km/h against a head wind of 48 km/h a thrust of 10.3 kN is required. Assuming a theoretical efficiency of 90% and a constant air density of 1.2 kg/m3 determine the diameter of ideal propeller required and the power needed to drive it. Sketch the velocity and the pressure profile along the slipstream boundary.

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