CN111056036B - Rapid iteration generation method for high-altitude propeller - Google Patents

Rapid iteration generation method for high-altitude propeller Download PDF

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CN111056036B
CN111056036B CN201911374725.6A CN201911374725A CN111056036B CN 111056036 B CN111056036 B CN 111056036B CN 201911374725 A CN201911374725 A CN 201911374725A CN 111056036 B CN111056036 B CN 111056036B
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CN111056036A (en
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王超伦
韩朝
郑日升
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Beijing Institute of Electronic System Engineering
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
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    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft

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Abstract

The invention provides a high-altitude propeller fast iteration generation method, which comprises the following steps: the first step is as follows: determining the diameter of the propeller; the second step is that: determining the width and the thickness of a propeller blade; the third step: selecting high-altitude propeller wing sections; the fourth step: determining the number of blades of the high-altitude propeller; the fifth step: determining a propeller blade torsion angle; and a sixth step: and determining final parameters of the propeller. The invention develops research aiming at the characteristics of a high-altitude propeller, and provides a quick and effective high-altitude propeller generating method based on a propeller strip theory by taking environmental factors of a 20km high stratosphere as variables directly related to the Mach number of a propeller tip and the local sound velocity on the basis of analyzing the influence of various design parameters of the propeller on the performance of the propeller.

Description

Rapid iteration generation method for high-altitude propeller
Technical Field
The invention relates to the technical field of propellers, in particular to a high-altitude propeller fast iteration generation method.
Background
In recent years, the adjacent space has been receiving more and more attention from countries around the world due to its special strategic position. Because environmental factors such as stratospheric low temperature, low wind speed, low atmospheric density, the propulsion power mode that motor drive screw was mainly adopted to present near space unmanned aerial vehicle, and the performance of screw not only can directly relate to unmanned aerial vehicle floating flight and controllability, still can produce great influence to unmanned aerial vehicle's energy system, is the key of deciding high altitude success or failure.
At the 20km height of the stratosphere, the air density is only 1/14 times that of the sea level atmosphere. And the height dynamic viscosity coefficient is 11 times of the ground dynamic viscosity coefficient. The 20km stratosphere temperature was-56.5 deg., resulting in a drop in the acoustic velocity to 295.1m/s in this region. According to the definition of Reynolds number Re, under the stratospheric environment, Re is only 7.87 percent of the sea level when the incoming flow speed of the propeller with the same size is the same as the Mach number of the propeller tip.
The efficiency of the high altitude propeller directly determines the quality of the high altitude energy system, which directly affects the time of flight and the quality of the portable load at high altitude. The design goal of the high-altitude propeller is to meet the required thrust at the design point and simultaneously have higher efficiency, so that the power of the motor is effectively absorbed by the airflow with low loss as much as possible. Therefore, in the process of designing the high-altitude propeller, the influence of laminar flow separation on the blades under the low Reynolds number is considered, and the negative effects of shock resistance and induced separation on the efficiency of the propeller, which are possibly caused by the overlarge Mach number of the blade tip, are also considered.
At present, the design of the propeller mainly comprises two methods, namely a graphical method and an aerodynamic theoretical method. The graphical method refers to selecting propellers according to the aerodynamic characteristics given to various propeller families. The corresponding propeller efficiency at a given altitude, flight speed, power and number of engine revolutions is selected according to a certain series of characteristic curves that meet the requirements. The design by applying the atlas method has the characteristics of simple and convenient calculation and easy mastering, and the method is adopted in most low-altitude propeller designs. However, at present, the design map for the high-altitude propeller with low reynolds number and high mach number is very limited, and the design precision is low, so that the high-altitude propeller is greatly limited to be designed by applying the map method.
Compared with a map method, the aerodynamic theory method has the advantages of flexibility, definite purpose and higher precision, and is generally used for designing a novel propeller.
Disclosure of Invention
The invention aims to provide an iterative generation method of a high-altitude propeller, and solves the problems of limited design resources and complex design process of the high-altitude propeller.
In view of the above, the invention provides a fast iterative generation method for a high-altitude propeller, which comprises the following steps: the first step is as follows: determining the diameter of the propeller; the second step is that: determining the width and the thickness of a propeller blade; the third step: selecting high-altitude propeller wing sections; the fourth step: determining the number of blades of the high-altitude propeller; the fifth step: determining a propeller blade torsion angle; and a sixth step: and determining final parameters of the propeller.
Due to the special environment of low temperature and low density of the stratosphere, the high-altitude propeller has the characteristic of low Reynolds number, and new challenges are brought to the design of the high-efficiency propeller suitable for high altitude. The invention firstly analyzes the atmospheric environment of the 20km stratosphere and the research results of high-altitude propellers at home and abroad. And then, combining the propeller strip theory to carry out pneumatic analysis on the high-altitude propeller. Finally, the relation between each design parameter and the thrust and the efficiency is discussed, and from the design index, an effective method for estimating the diameter and the pitch of the high-altitude propeller is provided, and each design parameter is determined through iteration. And a method reference is provided for the design and research of the high-altitude propeller.
Drawings
FIG. 1 is a schematic cross-sectional view of lutein.
Fig. 2 shows a radial distribution of the propeller blade twist angle for a given design.
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings.
FIG. 1 is a schematic cross-sectional view of lutein. Fig. 2 shows a radial distribution of the propeller blade twist angle for a given design. Wherein, 1.VF is the incoming flow velocity, 2. omega × r is the peripheral velocity of the blade at the rotation angular velocity omega of the propeller, 3. omega a and ω t are the induced velocities in the axial direction and the peripheral direction respectively, 4.V is the resultant velocity of the above velocities, 5. the actual angle of attack alpha of the phylloid is the difference between the torsion angle beta and the incoming flow angle, and 6.L and D are the lift force and the resistance force of the phylloid respectively.
The invention relates to a high-altitude propeller rapid iterative design method, which adopts the technical scheme that:
the first step is as follows: the propeller diameter is determined.
CtIs one of dimensionless performance parameters of the propeller, is called thrust coefficient, and is shown as a formula (1),
Figure GDA0003086367460000021
where T is propeller thrust, ρ is atmospheric density, n is RPM (n is RPM/60), and D is propeller diameter.
Thrust coefficient C at low Reynolds number when the pitch of the propeller is the same as the ratio of the diameters (p/D)tAnd coefficient of torque CqSubstantially the same, while propellers of larger diameter are more efficient. This is because the larger diameter propeller blades have a larger reynolds number and accordingly a larger region of high lift-to-drag ratio of the leaflets, and delay the onset of stall angle of attack.
It is meaningful to increase the diameter of the propeller properly, however, the diameter of the propeller is limited by installation space, structural quality, and processing difficulty, so the design should be balanced, and therefore, when the thrust coefficient, thrust, and atmospheric density of the propeller are given, the rotation speed of the propeller should be fully utilized.
Under the influence of air compressibility, when the Mach number is increased to a certain degree, the blade tip forms shock waves, and due to the influence of shock wave resistance, the efficiency of the propeller is greatly reduced, and huge noise is generated. In general, nD can be obtained by taking the tip mach number to be 0.75 as large as possible, regarding nD as a variable that is in a proportional relationship with the tip speed, and substituting pi nD of 0.75Vs (Vs is the sound velocity) into the local sound velocity Vs.
From advancing ratio J ═ VF/(nD) it is found that when the incoming wind speed is determined (20 km V in Beijing sky)F15m/s), J is readily available, and the problem then becomes the propeller design problem that maximizes the efficiency at that design point.
In the present invention, the exact CtThe value will be determined over a certain iteration, CtThe initial value of (A) is given by the experience of the designer, and in general, the two-bladed paddle can take the value of Ct00.1. Therefore, when the determined thrust is taken as a design target, the diameter of the high-altitude propeller can be estimated preliminarily.
The second step is that: and determining the width and the thickness of the propeller blade.
The width of the blade is expressed on the phylline, namely the chord length of the phylline. Theoretically, the propeller thrust coefficient is increased when the width of the propeller blades is increased, so that the propeller can absorb more power in a low-density environment, but the width of the propeller blades is proper due to the restriction of the self weight of the propeller blades, the number of the propeller blades, the windward resistance and other factors. Because propeller thrust is mainly generated at the blade part with the radius of 60-90%, the width of the blade at the part is properly increased; the blade root is subjected to a large centrifugal force, and the blade should be widened as much as possible to meet the strength requirement.
Design parameters of the width of the high-altitude propeller blade are fixed, and the design of the NASA high-altitude unmanned aerial vehicle propeller can be referred to, as shown in formula (2), wherein x is the position of the lutein.
c＝(0.084241-0.85789x+4.7176x2-9.6225x3+8.5004x4-2.7959x5)D (2)
Substituting the propeller diameter D calculated in the first step into the formula to verify whether the propeller width is favorable for processing, continuing the following steps when the processing condition is met, and returning to the first step if the processing condition is not met.
Due to the special environment of the stratosphere, the power propulsion systems mainly adopted at present are still in a mode of driving a propeller by a motor. Compared with the propeller driven by an oil engine, the propeller driven by the motor is thinner and lighter in blade thickness, higher in efficiency and better in performance. This is because the oil engine drives the propeller to overcome the impact of cyclic stress, and the motor-driven propeller rotates more stably and smoothly.
According to aerodynamic theory, the relative thickness of the airfoil decreases and the critical mach number of the airfoil increases. The dynamic lift-drag ratio is relatively large when the airfoil is thin. Therefore, the thickness of the blade is distributed as thin as possible on the basis of the limitation of the width and the material strength of the blade. In general, when the blade width and the airfoil are determined, the propeller blade thickness is substantially determined, so that the distribution of the propeller blade thickness is standardized.
The third step: and selecting high-altitude propeller wing sections.
In both wings and propellers, the designer will prefer airfoils with high lift-drag ratio and slow stall characteristics. And the conventional wing profile is not suitable for the high-altitude propeller due to the aerodynamic characteristic of low Reynolds number. Research on the low Reynolds number airfoil profile shows that the symmetrical airfoil profile is not suitable for a low Reynolds number environment, the more vertical the middle area of the polar curve is, the better the middle area is, and the relative thickness position is set to be about 20-26%, which is more beneficial to obtaining a larger dynamic lift-drag ratio.
For high altitude propellers, maximum thrust occurs at the blade section at a radius of rotation of about 75%, where the Reynolds number is typically taken to be the propeller Reynolds number, which results from 75% of the blade chord length and airflow velocity in the design of the propeller local Reynolds number.
Under the condition of known Reynolds number, the airfoil profile can be selected by special airfoil profile design software Profili, according to actual requirements, the selected airfoil profile not only needs to have satisfactory stall attack angle, maximum lift coefficient and lift-drag ratio, but also needs to be less influenced by the Reynolds number, the adjacent Reynolds number for laminar flow separation is lower, and the airfoil profile is suitable for being selected as the airfoil profile of the high-altitude propeller.
The fourth step: and determining the blade number of the high-altitude propeller.
The number of blades is an important index for determining the performance of the high-altitude propeller. In general, as the number of blades increases, the propeller can absorb more power, the thrust coefficient CtIs remarkably increased. The diameter and the blade width of the propeller can be reduced, and meanwhile, the windward resistance is reduced. However, the weight of the propeller is increased, and the efficiency of the high-altitude propeller is reduced.
The number of blades of the high-altitude propeller is determined, and the factors of the power of the motor, the layout of a power propulsion system, the balance of energy sources, load and the like are considered comprehensively. When high-altitude load and energy are taken into consideration as main factors, the propeller efficiency is considered as much as possible, and the number of the blades is reduced as much as possible; if the size or the number of the propellers is limited by high altitude or the performance of the motor cannot be fully exerted, the propellers are designed by properly selecting a higher number of blades.
The fifth step: the propeller blade twist angle is all cut.
The high-altitude propeller blade torsion angle should ensure that each section works under the optimal attack angle as much as possible so as to fully play the characteristic of high lift-drag ratio of the low Reynolds number high lift wing type, thereby obtaining the maximum efficiency of the high-altitude propeller. And thirdly, determining the attack angle of the maximum lift-drag ratio of the selected airfoil profile under the local Reynolds number, thereby ensuring that the attack angle of each section of the blade is measured at the optimal attack angle as much as possible.
Experiments on the relation between the efficiency of a large number of propellers and the advancing ratio show that the maximum point of the efficiency of the propellers is generally taken at the position satisfying the formula (3), wherein the maximum point is the incoming flow velocity VFN is the rotating speed of the propeller, p is the propeller pitch,
VF/(np)＝0.75 (3)
the above formula estimates the pitch p of the propeller to have maximum efficiency near the design point, substituting VFAnd n, obtaining p.
As can be seen from FIG. 1, the propeller twist angle
β＝α+φ＝α+αi+δ (4)
The fixed pitch propeller p is 2 pi rtan beta, and two sides of the equation are divided by R simultaneously to obtain
Figure GDA0003086367460000041
The distribution of β along the dimensionless radial distance x is obtained from equation (5).
Induced angle of attack
Figure GDA0003086367460000042
Included angle between incoming flow speed and rotation plane
δ＝tan-1(VF/(ωRx))＝tan-1(VF/(2πRnx)) (7)
As is clear from the formulae (6) and (7) < alpha >, < alpha >iAnd delta are functions of dimensionless radial distance x, in terms of alphaiAnd delta, adding a small amount of proper correction tau to beta to obtain a propeller torsion angle distribution formula,
Figure GDA0003086367460000051
from fig. 2, the actual attack angle α is mostly set to the optimum attack angle of the selected airfoil profile, that is, the optimum torsion angle meeting the design requirement.
And a sixth step: and determining final parameters of the propeller.
And completing the first round of estimation of each design parameter of the high-altitude propeller through the first step to the fifth step. Substituting the first round of estimation results into the propeller thrust coefficient obtained according to the strip theory, formula (9),
Figure GDA0003086367460000052
calculating the thrust coefficient C of the high-altitude propellertWill calculate CtSubstituting formula (1), if formula (1) is not satisfied, returning to the first step, changing CtAnd performing a second round of calculation.
If equation (1) is true, the rotational speed n and the diameter D are determined, the power factor of the propeller is determined from equation (10) on the basis of the strip theory, where clIs the lift coefficient of the leaf element, cdThe resistance coefficient of the leaf element is shown as,
Figure GDA0003086367460000053
calculating the power coefficient CpA compound represented by the formula (11),
Figure GDA0003086367460000054
obtaining the power P of the propeller, and setting the power of the motor as PmWhen the transmission efficiency between the propeller and the motor is 95%, the motor is limited by the power of the motor, and
Figure GDA0003086367460000055
if in formula (12), P/95% is greater than PmThe power of the motor is not fully utilized by more than 20 percent, the step 4 is returned, and the number of the blades is increased; if the formula (12) is not satisfied, the first step is returned to, the design diameter is reduced, and the design is redesigned.
When all the parameters are determined, the propeller efficiency is calculated by the efficiency formula (13)
Figure GDA0003086367460000056
By applying the method of the invention, various design parameters of the high-altitude propeller can be easily obtained.
The invention develops research aiming at the characteristics of the high-altitude propeller, and provides a quick and effective high-altitude propeller design method based on a propeller strip theory by taking the environment factors of a 20km high stratosphere as variables directly related to the Mach number of a propeller tip and the local sound velocity on the basis of analyzing the influence of various propeller design parameters on the performance of the propeller.
The method considers the influence of the induction effect on the effective attack angle of the phyllotacin, designs the twisting angle of the paddle by using an empirical formula, has high design precision, and provides method reference for the design and research of the high-altitude propeller.

Claims (2)

1. A high-altitude propeller fast iteration generation method is characterized by comprising the following steps:
the first step is as follows: determining the diameter of the propeller;
Ctis one of dimensionless performance parameters of the propeller, is called thrust coefficient, and is shown as a formula (1),
Figure FDA0003086367450000011
wherein T is propeller thrust, rho is atmospheric density, n is rotation speed per second, n is RPM/60, and D is propeller diameter;
under the condition of low Reynolds number, when the pitch of the propeller is the same as the diameter ratio p/D, the thrust coefficient CtAnd coefficient of torque CqIs basically the same as that of the prior art,
taking the Mach number of the blade tip as large as 0.75 as possible, regarding nD as a variable which is in a proportional relation with the speed of the blade tip, wherein pi nD is 0.75Vs, Vs is the sound speed, and substituting the sound speed into the local sound speed Vs to obtain nD;
from advancing ratio J ═ VF/(nD) the incoming wind velocity V is knownFIn the case of certainty, J can be found,
exactly CtIterative determination of the value to be passed, CtThe initial value of the method is empirically given, and when the determined thrust is taken as a design target, the diameter of the high-altitude propeller can be calculated by the formula (1);
the second step is that: determining the width and the thickness of a propeller blade;
the width of the blade is expressed on the phyllogen, namely the chord length of the phyllogen, the design parameter of the width of the high-altitude propeller blade is shown as a formula (2), wherein x is the position of the phyllogen;
c＝(0.084241-0.85789x+4.7176x2-9.6225x3+8.5004x4-2.7959x5)D (2)
substituting the propeller diameter D calculated in the first step into the formula to verify whether the propeller width is favorable for processing, continuing the following steps if the processing conditions are met, and returning to the first step if the processing conditions are not met;
the third step: selecting high-altitude propeller wing sections;
when the airfoil profile is selected under the condition of the known Reynolds number, according to actual requirements, the selected airfoil profile has a satisfactory stall attack angle, a maximum lift coefficient and a lift-drag ratio, is less influenced by the Reynolds number, has a lower Reynolds number close to laminar flow separation, and is suitable for being selected as a phyllotactic airfoil profile of an overhead propeller;
the fourth step: determining the number of blades of the high-altitude propeller;
determining the number of blades of the high-altitude propeller, and considering various factors such as the power of a comprehensive motor, the layout of a power propulsion system, the balance and the load of energy sources and the like; when high-altitude load and energy are taken into consideration, the number of the blades should be as small as possible from the aspect of propeller efficiency; if the size or the number of the propellers is limited by high altitude or the performance of the motor cannot be fully exerted, a higher number of paddles are selected for the propellers;
the fifth step: determining a propeller blade torsion angle;
from the third step, the incidence angle of the maximum lift-drag ratio of the selected airfoil profile under the local Reynolds number needs to be determined, so that the incidence angle of each section of the blade is ensured to be at the optimal incidence angle,
the maximum efficiency point of the propeller is set at the position satisfying the formula (3), wherein the maximum efficiency point is the incoming flow velocity VFN is the rotating speed of the propeller, p is the propeller pitch,
VF/(np)＝0.75 (3)
the propeller pitch p is estimated by the above formula so that it has maximum efficiency near the design point, substituting VF、n，Obtaining p;
propeller twist angle
β＝α+φ＝α+αi+δ (4)
The fixed pitch propeller p is 2 pi rtan beta, and two sides of the equation are divided by R simultaneously to obtain
Figure FDA0003086367450000021
Distributing beta along a dimensionless radial distance x by the formula (5);
induced angle of attack
Figure FDA0003086367450000022
Included angle between incoming flow speed and rotation plane
δ＝tan-1(VF/(ωRx))＝tan-1(VF/(2πRnx)) (7)
As is clear from the formulae (6) and (7) < alpha >, < alpha >iAnd delta are functions of dimensionless radial distance x, in terms of alphaiAnd delta, adding a small correction amount tau to beta to obtain a propeller torsion angle distribution formula,
Figure FDA0003086367450000023
the actual attack angle alpha is mostly selected at the optimum attack angle of the selected airfoil profile to serve as the optimum torsion angle meeting the design requirement;
and a sixth step: determining final parameters of the propeller;
completing the first round of estimation of each design parameter of the high-altitude propeller through the first step to the fifth step, substituting the estimation result of the first round into the propeller thrust coefficient obtained according to the strip theory, formula (9),
Figure FDA0003086367450000024
calculating the thrust coefficient C of the high-altitude propellertWill calculate CtSubstituting formula (1), if formula (1) is not satisfied, returning to the first step, changing CtPerforming a second round of calculation;
if equation (1) holds, the rotational speed n and the diameter D are determined from equation (10), where clIs the lift coefficient of the leaf element, cdThe power coefficient of the propeller is obtained according to the strip theory,
Figure FDA0003086367450000031
calculating the power coefficient CpA compound represented by the formula (11),
Figure FDA0003086367450000032
obtaining the power P of the propeller, and setting the power of the motor as PmWhen the transmission efficiency between the propeller and the motor is 95%, the motor is limited by the power of the motor, and
Figure FDA0003086367450000033
if in formula (12), P/95% is greater than PmThe power of the motor is not fully utilized by more than 20 percent, the step 4 is returned, and the number of the blades is increased; if the formula (12) is not satisfied, returning to the first step, and reducing the design diameter;
when all the parameters are determined, the propeller efficiency is calculated by the efficiency formula (13)
Figure FDA0003086367450000034
And solving all design parameters of the high-altitude propeller.
2. The method of claim 1, wherein for a two-bladed paddle，Ct0＝0.1。
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CN112520063B (en) * 2020-12-05 2023-06-06 北京航空航天大学 Pneumatic design method suitable for rotor blade
CN112926148B (en) * 2021-01-28 2023-02-03 西北工业大学 Propeller airfoil aerodynamic shape design method considering influence of three-dimensional effect
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