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**PROPELLER BLADE ELEMENT MOMENTUM THEORY WITH VORTEX WAKE DEFLECTION
**

M. K. Rwigema School of Mechanical, Industrial and Aeronautical Engineering University of the Witwatersrand, Private Bag 3, Johannesburg, 2050, South Africa Keywords: Blade Element Momentum, Propeller, Vortex Wake, Wake Deflection Abstract Various propeller theories are treated in developing a model that analyses the aerodynamic performance of an aircraft propeller along with the construct and behaviour of the resultant slip-stream. Blade element momentum theory is used as a loworder aerodynamic model of the propeller and is coupled with a vortex wake representation of the slip-stream to relate the vorticity distributed throughout the slip-stream to the propeller forces. Nomenclature

a

a! c

axial induction factor tangential induction factor chord length (m) drag coefficient lift coefficient thrust coefficient blade element and annulus width (m) torque of element or annulus (Nm) thrust of element or annulus (Nm) combined tip- and hub-loss coefficient momentum of inertia in-plane normal force (N) pressure (P) radial position (m) propeller radius (m) hub radius (m)

S t

U

V

propeller disk/cross-sectional slip-stream area (m2) time (s) resultant velocity at blade element (m/s) flow velocity (m/s) thrust axis location downstream from propeller (m) local angle of attack (rad) local element pitch angle (rad) strength of distributed annular vorticity (m/s) strength of distributed swirl vorticity (m/s) strength of bound vorticity on propeller (m2/s) blade angular coordinate around propeller disk (rad) local inflow angle (rad) local solidity air density (kg/m3) propeller rotational speed (rad/s)

x

! !

!

!s

!

!

!

"! !

!

CD CL CT

dr

Subscripts:

! x p s 0

F

free-stream at station x propeller/aircraft body fully-developed slip-stream at ! = !/2 between thrust line and direction of resultant propeller force

dQ

dT

F I N

p

r

1 Introduction An understanding of the propeller slipstream is important in the design phase of propellerdriven aircraft. Aerodynamic performance, aircraft stability, and noise and vibration can be significantly affected by it’s interactions with

1

R

Rhub

although the velocity remains constant at V between these two planes.is constant along any streamline. This analysis shows compatibility between different approaches to propeller modeling using blade element theory to predict the propeller forces.in accordance with Bernoulli’s equation . and then moving off into the slip-stream must equal the thrust produced by this propeller. to a value p+ immediately downstream. Applying Bernoulli’s equation upstream and downstream of the actuator disk. introduced by Froude [1] as a continuation of the work of Rankine [2]. momentum theory to relate the flow momentum at the propeller to that of the far wake. The flow is assumed to be: 1) inviscid. the total pressure . The iterative optimisation procedure requires rapid analysis of prospective engines and propellers to compare aircraft performance and discover configuration characteristics. V + Vs V= ! (1.K.4) 2 From the equations above it can be shown that the velocity of the flow through the actuator disk is the average of the upstream and downstream velocities. the change in flow momentum along a stream-tube starting upstream. passing through the propeller. The rotary motion of the slip-stream also causes the air to strike the tailplane at indirect angles. Rwigema structural and aerodynamic control surfaces. Flow within the slip-stream is faster than free-stream flow resulting in increased drag over the parts exposed to it’s trajectory. A propeller producing thrust by forcing air behind the aircraft produces a slip-stream. Fig. [3] (1. 2) incompressible.1 Momentum Theory Classical momentum theory. imposes five simplifying assumptions. 1 2 p + ! p ! = "(Vs2 ! V# ) (1. and both 4) the velocity and 5) the static pressure are uniform over each cross section of the disk and stream-tube. having an effect of the stability and control of the aircraft.M. except for those that pass through the disk.immediately upstream of the actuator disk and rises discontinuously through the disk. (1. and 3) irrotational. 1: Propeller stream-tube For the axial direction. and a vortical wake model to describe the slipstream deflection. one of the inputs is the thrust curve of the power plant available thrust versus flight velocity.2) A!V! = AV = AsVs Far upstream the static pressure is p! and the velocity V!. The static pressure falls to a value p.1) T = !" Rs2Vs (Vs # V$ ) Applying the conservation of mass to the stream-tube control volume yields. (1.3) T = ( p+ ! p! ) A Since the flow is inviscid. the increase in total pressure is therefore experienced as an increase in static pressure. which are an infinitesimal distance apart.5) 2 2 . The axial and tangential velocities are continuous as no fluid is created within the disk. During the early stages of design. This may rudimentarily be considered as a cylindrical tube of spiraling air propagating rearward over the fuselage and wings – having detrimental and beneficial effects. The thrust is therefore given by. 2 Mathematical Models 2.

In order to analyse the radial load variation along the blades. annular stream-tube control volumes 3.PROPELLER BLADE ELEMENT MOMENTUM THEORY WITH VORTEX WAKE DELFECTION An axial induction factor. blade geometry and flow-field properties can be related to a differential propeller thrust.7) Vs = V! (1 + 2 a ) A real propeller. the angular momentum being imparted to the wake by the propeller must be considered. dT. Although wake rotation is now included in the analysis. The angular velocity of the slip-stream flow far downstream of the propeller is low so the static pressure can be assumed to be the unobstructed ambient static pressure. 2 the following relation is apparent.1. and torque. each of width dr. 2. Jonkman [4] describes how the Rankine-Froude actuator disk model may be modified to account for this rotation. however. 2: Blade element aerodynamic forces As the word element in the title suggests. 3 .1) #r (1 $ a% ) From Fig. Additional equations [1]. a. is customarily defined as.8) dt dt dt 2. such as airfoil shape and twist distribution. The slip-stream can be split into a series of non-interacting. (1. uses several annular stream-tube control volumes. The forces exerted on the blade elements by the flow stream are determined solely by the two-dimensional lift and drag characteristics of the blade element airfoil shape and orientation relative to the incoming flow.5).2 Blade Element Theory Unless some state of flow is assumed. it is assumed that there is no interaction between the analyses of each blade element 2. [5] governing the state of the flow are dependent on the characteristics of the propeller blades. At the propeller plane. dL dI! dm 2 Q= = = !r (1. momentum theory does not provide enough equations to solve for the differential propeller thrust and torque at a given span location. Conserving angular momentum about an axis consistent with the slip-stream’s axis of symmetry can be applied to determine the torque. Just as the annular stream-tube control volumes used in the slip-stream rotation analysis were assumed to be noninteracting [assumption (1)]. assumptions 4) and 5) from the actuator disk model may be relaxed and three supplementary assumptions added: 1. (1. Fig. The flow entering the control volume far upstream remains purely axial and uniform 2. if the following assumptions are made: 1. As such.1 Effects of Wake Rotation The conservation of angular momentum necessitates rotation of the slip-stream if the propeller is to impart useful torque. again. we must first determine the inflow angle based on the two components of the local velocity vector. As we are required to obtain the local angle-ofattack to determine the aerodynamic forces on a blade element. the assumption that the flow is irrotational has not been lifted. is never uniformly loaded as assumed by the Rankine-Froude actuator disk model. BE theory. V (1 + a ) tan ! = " (2. At each element. Blade Element (BE) theory uses these geometrical properties to determine the forces exerted by a propeller on the flowfield. the boundaries of these control volumes effectively split the blade into a number of distinct elements. dQ.6) V = V! (1 + a ) and from Equation (1.

M. 2.2) and carrying out some algebra. [6]. the conservation of momentum in the axial direction (between the far upstream and the far downstream section) must be considered. replacing Equation (3. 1 dQ = BpU 2 (C L sin ! + C D cos ! )crdr (2.6) dT = 4! r "V# (1 + a ) aFdr Considering a radial differential of Equation (1.2) 2. Rwigema V! (1 + a ) (2. and torque.4) 2 r sin " Much like the tip-loss model. 4 sin 2 & (C L cos & ' C D sin & rdr ) (3. These tipvortices create multiple helical structures in the wake. (as seen in Fig. dQ. This states that the thrust introduced by each propeller annulus is equivalent to the change in axial momentum flow rate. This analysis is based on the differential propeller thrust.3). to relate the induced velocities in the propeller plane to the elemental forces of Equations (3.4) 2 U= 2.2) sin " The induced velocity components in Equations (2. and twist distribution are known.3) and (2. The correction factor is used to modify the momentum segment of the BEM equations.2).4). To compensate for this deficiency in BEM theory. the hub-loss model serves to correct the induced velocity resulting from a vortex being shed near the hub of the propeller. in which case the two correction factors are multiplied to create the total loss factor.6). size.5) 2 r sin " For a given element. Prandtl Loss Correction The effect on induced velocity in the propeller plane is most pronounced near the tips of the blades. and (1. the thrust distributed around an annulus of width dr! is equivalent to.1) and (2. 3).8) and substituting Equation (1. F. 2 (3.7) .3) ! where. B R!r ftip = (3. Substituting Equation (2. As a blade has a suction-surface and a pressuresurface.2) are a function of the forces on the blades and blade element momentum theory is used to calculate them.K. a tip-loss (or correction) factor. The model uses a similar implementation to that of the tip-loss to describe the effect of this vortex.3) 2 and the torque introduced by each annular section is given by.and hub-loss.4) are made more useful by noting that " and U can be expressed in terms of induction factors etc [3]. Now. considering a radial differential. the local aerodynamics may be affected by both the tip. The original blade element momentum theory does not consider the influence of vortices shed from the blade tips into the slipstream on the induced velocity field. and play a major role in . originally developed by Prandtl [7] is used.1. From Equations (1. This theory is summarized by a correction to the induced velocity field and can be expressed simply by the following: 2 F = cos "1 e" f (3. air tends to flow over the blade tip from the lower (pressure) surface to the upper (suction) surface.1) and (3. dT = " !#$ 2 V% (1 + a )2 the induced velocity distribution along the propeller. derived from momentum theory and blade element theory. being equivalent. (1.3 Blade Element Momentum Theory Combining the results of the previous two analyses enables a model of the performance of a propeller whose airfoil properties.1) dQ = " !#$ 2 V% (1 + a )2 sin & 2 (C L sin & + C D cos & r 2 dr ) (3.4) with. Equations (2. dT. 1 dT = B!U 2 (C L cos " # C D sin " )cdr (2. From Fig. effectively reducing the resulting forces in the vicinity of the tip.3. B r ! Rhub f hub = (3.

it is possible to obtain. we have a set of equations that can be iteratively solved for the induced velocities and the forces on each blade element.4). The induced velocity may be considered to be the resultant velocity at a point due to the entire system of bound and free vorticity.3) ! = Vs " V# 2. (4. 2. #. The Propeller related to the Vortex Wake From the previous description of air flowing from the aerodynamic pressure side to aerodynamic suction. after an initial distortion. $ ' 4 F sin 2 ! a=& # 1) % " (C L cos ! # C D sin ! ) ( #1 (3. the velocity jump across the wake boundary.2) VR 2 = Vs Rs2 3. when we include two-dimensional airfoil tables of lift and drag coefficient as a function of the angle-of-attack. Considerations of symmetry further reveal that equally spaced radial vortex 5 .3) and (2. 1 2 1 2 T !Vs = !V" + (4. a reduction in blade lift [10]. these sheets will soon roll up into a set of helical vortex filaments and a central vortex filament of opposite sense on the axis. The total pressure inside the wake is taken to be higher than the free-stream by the loading on the propeller. To approximate this we assume that the discrete bound vorticity is transformed in the slip-stream onto the surface of a vortex tube. Rs. the inner and outer flows must have the same static pressure.4 Vortex Structure of the Wake Propeller theory generally presumes that. Only the annular vorticity is considered initially. this is now described with the trailing vorticity which includes a reduction of the inflow angle towards the blade tip and.8) $1 % ( 4 F sin " cos " a! = ' + 1* & # (C L sin " $ C D cos " ) ) (3.4. R.9) Fig. we deduce that sheets move axially backward without deformation. and lines of elemental axial velocity along the tube that account for swirl [8]. There will be two components of this vorticity: a tube of elemental annular vortices that account for the thrust. is related to that of the propeller. 3: Vortex tube Thus. hence equal pressure. For simplicity we assume that the propeller blades are narrow and are distributed along equally spaced radial lines. There is also no discontinuity of normal velocity. and has to meet certain compatibility conditions: 1. (4. which yields the condition. Since there is no pressure discontinuity across the sheets.7) Equalising Equations (3. From a consideration of the continuity of mass.1. !. In reality.PROPELLER BLADE ELEMENT MOMENTUM THEORY WITH VORTEX WAKE DELFECTION dQ = 4! r 3"V#$(1 + a ) a%Fdr (3. By considering vorticity.1) 2 2 # R2 2.6) and (3. by.7) with Equations (2. only a discontinuity of tangential velocity with magnitude equivalent to the vortex strength of the sheet. resultantly. However. the vortex sheets shed from the trailing edges of the propeller blades form a set of interleaved helicoidal sheets which propagate uniformly downstream parallel to the slip-stream axis without further deformation as if they were rigid surfaces. the radius of the fully-developed slip-stream. This has strength. The helicoidal vortex sheets are floating freely in an irrotational field with equal velocity on either side of the sheet. respectively.

B![V + "Rs# s sin($ )]%t = & s 2' RsV %t (4. (4. the inplane force acting normal to the blade will be &$VR (for 'p = 0). must also be shed in the opposite sense at the roots as a discrete vortex down the axis. Relative to the slip-stream. 4: Propeller slip-stream Considering a simple propeller blade at a rotation angle % (where % = 0 is at the top) with constant bound vorticity shed at the tip. V ( + Compared with Equation (4. Initially.4. The fundamental expressions for the forces developed by the propeller may be described most conveniently by applying the KuttaJoukowsky theorem. Equation (4. Rwigema lines of equal strength induce no overall velocity on any one of the lines. and for a number of blades.11) # R2 This combined vortex model. Now a 6 .7) now becomes. Vw.8) 2! Rs" s = B# This satisfies the condition that the total vorticity shed at the tips. the vertical component of the tip velocity is (Rssin(%). ' 1 + $Rs% s sin(& ) * (4. B. and the forward component of this is (Rs'ssin(%) for small 's. Behind the propeller the vortex tube translates downstream as it is embedded between the inner and outer flows with a velocity.10) B!" = # R2 such that. The aerodynamic forces generated by a propeller under any deviation from uniform flight parallel to the thrust axis will lead to deflection of the slip-stream. represented by the vorticity #s. (4. the down-going blade will have a forward velocity component.6) 2. the thrust and the torque.5). thrust alone is considered. Propeller at Incidence We now consider a propeller at incidence to the slip-stream axis.12) from which. the inclusion of the in-plane force will follow as an incremental effect. The axial component of the bound vorticity shed from the tip of the propeller blades per unit time is related to elemental axial vorticity lines along the stream-tube by. B$.9) ! 2"Vw = B#$ Fig. The annular component of the bound vorticity shed per unit time is related to the elemental annular vorticity distributed over the surface of the tube by. integrated across the blade. (4. These conditions therefore satisfy that the effect on each blade due to bound vorticity on the other blades can be ignored and only trailing vorticity contributes to the resultant velocity at a blade.K. In general. Taking an angular position % around the propeller disk. We begin by considering the swirl component in the wake. whereas the up-going side will be retreating.8).3. T !" Vw = (4.M. (4.5) dT = !"#r (1 $ a% ) dr dQ = !"V# (1 + a )rdr But from a simplification of Equation (4. this shows an incremental sinusoidal variation of swirl velocity that will induce a downwash. (4.4. The Propeller Slip-stream The deflection of the wake is determined by relating the propeller forces to the characteristics of the fully-developed slipstream. 2.7) B!V "t = # s 2$ RsV "t so that.4) dL = !U " #dr The cross-product relationship can be used to separate the two components of the resultant force. 2T (4. ensures that the swirl is contained within the stream-tube and induces no flow outside the wake [9].13) 2! Rs" s = B# ) . (4.2. this will generate thrust and a tangential in-plane force N.

this is dispersed over the trailing wake stream0tube with a form # = #0sin(%). see Fig.23) ( ) (4. which governs the deflection angle of the wake as it is counterbalanced by the up wash from the freestream.1). &!R2VV")p.21) !V"# p = 2$% RRsV Expressing the above equation in terms of the force coefficient and the propeller incidence.2). and hence it’s lateral displacement at any streamwise station. 's = 'p .18) N (! ) = "VR# 0 sin 2 (! ) Integration around the propeller disk. (4. and represents the momentum flux of the part of the free-stream displaced by the cylindrical wake. balanced by the up wash from the free-stream. From the above it can be shown that !p V CT = 1# $ = 2 "p V 1 + 1 # CT Following the analysis above.20) 2! Rs" 0 = B# 0 This will add to the downwash in the wake. The effect on the slip-stream by the tangential in-plane force may be determined by resolving the normal-to-blade force vertically.4. allowing for the number of blades.24) 2 "p 1 + 1 # CT When 'p * 0. The incremental effect is therefore.17) becomes.10) we deduce that. Slip-stream Trajectory The trajectory of the slip-stream. and adding this to the right hand side of Equation (4.19) 2 ( ) 2. so that # B$%& s V!" p = 0 = (4. to account for the net normal force it is assumed that. The incidence case is considered and all angles are assumed small. (4. dC CT + N !p d" p = (4. in addition to any constant bound vorticity that may be present to generate thrust. Vs2 4Vs2 = V2 Vs + V! 4 " V! % $1 + V ' # s & 2 ( ) 2 = (4. T# s (4. V")p. as &!Rs2VsV")p. B.)p. 4. from Equation (4. 7 . the analysis proceeds until Equation (4. T ! p = "# R 2V (Vs + V$ )% p (4.16) Where T'p is the tangential component of thrust and must be equivalent to the tangential momentum flux in the slip-stream.17) The incremental term due to the in-plane force now has a similar form to the contribution from thrust alone. which is represented by &!R2VVs)p and resolved through )p. 4 [10].22) = 1# * + "p ' V ) 4 d" p V 2 & But. $ = $0sin(%). can be rewritten. ! p % V$ ( 1 dC N Vs2 (4. #0 = B$('s / (2!V).8).14) 2 4'V From Equation (4. from Equation (4. from actuator theory. V")p as above. The other term.13). with % = !/2.PROPELLER BLADE ELEMENT MOMENTUM THEORY WITH VORTEX WAKE DELFECTION sinusoidal vorticity distribution of the form #0sin(%) induces a uniform downwash of strength #0/2 inside the wake. N (4. From Equation (4. gives an average of 1 N = !VBR" 0 (4. there is a component of bound vorticity that varies sinusoidally around the propeller disk.4. where. is governed by it’s angle to the thrust line (or free-stream). Considering this along with Equation (1.15) V!" p = 2 $% R 2V From Fig. The deflection from the datum can then be obtained by integration. In this direction there is no force and the momentum must remain constant. The approach adopted is to consider momentum in a direction perpendicular to the resultant force F.15).17) becomes [9]. 'p. and Equation (4.

z = D " ! x dx 0 x (4.V $ 1 ' " 1) / " # & " 1) . Modeling of the UAE Wind Turbine for Refinement of FAST_AD. vol iv. [3] Glauert H. z. [2] Rankine WJM.K. Inc.28) can be re-written as ! x (Vx " V# )Vs = ! s (Vs " V# )Vx + (Vx " Vs )V#! p (4.30:390. of the slip-stream it is only necessary to integrate the angular deflection.30) can be re-arranged to give Vx V! # V! & (4.37) 3.35) Now.34) ( ( ) ) ! s * V# $ 1 '. Writing Sx = !Rx2. 1892. Trans Inst Naval Architects. and the tangential momentum due to the outer flow is (&SxV"dx))x. Paris. Rwigema For a segment of slip-stream at station x downstream of the propeller.1 + & ! p + Vs % f ( x ) ( . Vs % f ( x ) ( (4. Aerodynamic Theory. [4] Jonkman JM. [5] Drzewiecki S. 1935 [Reprinted 1963 by Dover Publications. L. Vs (4. Ss = !Rs2 and S = !R2. A Second Paper in 1901.32) Equation (4. the longitudinal moment is &SxVxdx.33) and from Equation (4.27) % V$ ( ! S pVdx ' " s + # F + # p * V & ) ! # 1# f ( x) = # 1 + 2# # " $ & x & D & 2 & ! $ x 1 + # & 4 " D% & % (4.29) = 1+ s V! in which ! $ # & x (4. such that ! S x dx[Vx (" x + # F ) + V$# x ] = (4. Momentum is constant along the normal to F. In: Durand WF. On the mechanical principles of the action of propellers.36) In order to calculate the displacement. div. New York]. 1865.29) and (4. Berlin: Julius Springer. ! x ! s 1 Vx V# $ 1 ' = " & " 1) = ! p ! p f ( x ) Vs Vs % f ( x ) ( (4.25) ! Ss dx[Vs (" s + # F ) + V$# p ] where the conditions on the right are those in the fully-developed slip-stream.28) From the equations of motion the streamwise distribution of velocity in the slip-stream is derived in [11] as. NREL Technical Report [NREL/TP-500-34755].'s and )p = 'p . )x = 'p . Trans Inst Naval Architects (British).26) S xVx = SsVs = SV and % ( V ! S pVdx ' " x + # F + $ # x * = Vx ) & (4.M. (4. Bulletin de L’Association Technique Maritime. so that $ V ' V $ V ' V ! x &1 " # ) + # ! p = !s &1 " # ) + # ! p Vs ( Vs % Vx ( Vx % (4.31) Vx ! V" = (Vs ! V" ) f ( x ) So finally. 1889.. Airplane Propellers. 2003. References [1] Froude RE. 8 .6(13).30) s = a #1 + & 2 2 d # & x + 4% " Equations (4.'s.31) = + 1 " ( f ( x) Vs Vs % Vs ' $ where The diameter of the slip-stream at any station x is given by Dx 1+ a = D 1+ s (4. editor.

The distribution of circulation on propellers with finite hubs. The authors confirm that they give permission.und Aerodynamik. Item No. 2006. Engineering Sciences Data Unit. for the publication and distribution of this paper as part of the ICAS2010 proceedings or as individual off-prints from the proceedings. betz. The authors also confirm that they have obtained permission. 06013. London. [8] Wald QR. hold copyright on all of the original material included in this paper. 1919. 193-217. 1927 [7] Wald QR. Göttinger Nachrichten. [10] ESDU. Introduction to installation effects on thrust and drag for propeller-driven aircraft. L. ASME Paper 64WA/UNT-4. Prandtl & A. Contact Author nasi@me. 85015. Progress in Aerospace Sciences 42. [9] ESDU. 2006. Schraubenpropeller mit Geringstem Energieverlust. and/or their company or organization.PROPELLER BLADE ELEMENT MOMENTUM THEORY WITH VORTEX WAKE DELFECTION [6] Betz A.com. Winter Annual Meeting. to publish it as part of their paper. or have obtained permission from the copyright holder of this paper. 1985. London. Reprinted in Vier Abhandlungen uber Hydro. p. Engineering Sciences Data Unit. New York. from the copyright holder of any third party material included in this paper. 1964. +27 83 324 2097 Copyright Statement The authors confirm that they. Prandtl. with Appendix by L. Item No. Propeller slipstream modeling for incidence and sideslip. The aerodynamics of propellers. Göttingen. 9 . pg 85-128.

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