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Aerodynamic Interaction Effects Between Propellers in Typical eVTOL Vehicle Configurations
Journal of Aircraft ( IF 2.2 ) Pub Date : 2021-03-31 , DOI: 10.2514/1.c035814
Tom C. A. Stokkermans 1 , Daniele Usai 2 , Tomas Sinnige 1 , Leo L. M. Veldhuis 1
Affiliation  

Many electric vertical takeoff and landing concepts are characterized by nontraditional vehicle layouts with distributed propellers. Two propeller interaction types were distinguished in this Paper, which investigates how propeller interaction in side-by-side and one-after-another configuration affects performance, in terms of thrust, power, in-plane forces, and out-of-plane moments, and how those performance effects depend on axial and lateral propeller spacing. A wind-tunnel experiment was performed with two propeller units, one instrumented with a force/torque sensor and the other introducing the aerodynamic interaction. Total pressure and planar particle-image velocimetry measurements were taken to investigate slipstream characteristics. A strong dependency of interaction effects on the geometric layout was found. For side-by-side interaction characteristic of vertical takeoff and transition, interaction effects varied from weak at small angle of attack to strong at larger angles. A drop in rear propeller thrust of up to 30% was found at constant advance ratio. Keeping thrust constant resulted in power penalties up to 13% for the two propellers combined. For one-after-another interaction, characteristic of cruise, a maximum reduction of thrust of up to 80% was observed. Thrust compensation led to power penalties up to 30% for the rear propeller alone. An extended blade element momentum model captured most interaction effects with sufficient accuracy.



中文翻译:

典型eVTOL车辆配置中螺旋桨之间的气动相互作用效应

许多电动垂直起降概念的特点是非传统的带有分布式螺旋桨的车辆布局。本文区分了两种螺旋桨相互作用类型,该模型从推力,功率,面内力和面外力矩的角度研究了螺旋桨并排和一个接一个的配置如何影响性能。 ,以及这些效果如何取决于螺旋桨的轴向和横向间距。用两个螺旋桨装置进行了风洞实验,其中一个装有力/扭矩传感器,另一个装有空气动力相互作用。进行了总压和平面颗粒图像测速仪测量,以研究滑流特征。发现相互作用效应对几何布局的强烈依赖性。对于垂直起飞和过渡的并排相互作用特性,相互作用的影响范围从小迎角时的弱到大角度时的强。在恒定的前进比下,发现后螺旋桨推力下降最多30%。保持推力恒定会导致两个螺旋桨加总的动力损失高达13%。对于一次又一次的相互作用,即巡航的特征,观察到最大推力降低高达80%。推力补偿导致仅后螺旋桨的动力损失高达30%。扩展的叶片元素动量模型以足够的精度捕获了大多数交互作用。在恒定的前进比下,发现后螺旋桨推力下降最多30%。保持推力恒定会导致两个螺旋桨加总的动力损失高达13%。对于一次又一次的相互作用,即巡航的特征,观察到最大推力降低高达80%。推力补偿导致仅后螺旋桨的动力损失高达30%。扩展的叶片元素动量模型以足够的精度捕获了大多数交互作用。在恒定的前进比下,发现后螺旋桨推力下降最多30%。保持推力恒定会导致两个螺旋桨加总的动力损失高达13%。对于一次又一次的相互作用,即巡航的特征,观察到最大推力降低高达80%。推力补偿导致仅后螺旋桨的动力损失高达30%。扩展的叶片元素动量模型以足够的精度捕获了大多数交互作用。

更新日期:2021-03-31
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