New aircraft developments are made to improve aircraft performance and efficiency. One such method is integrating propulsion into the airframe. This allows for boundary-layer ingestion, which shows promise of significant power benefits. However, these benefits are difficult to quantify as the propulsion system and aircraft body become meticulously integrated. The thrust and drag are coupled and cannot be defined separately, making conventional performance analysis methods inapplicable. The power balance method (PBM) addresses this by quantifying aircraft performance in terms of mechanical flow power and change in kinetic-energy rate. The primary focus of this work was to perform computational studies implementing the PBM on unpowered aerodynamic bodies to evaluate their respective drag contributions. A secondary study was also conducted to quantify the energy recovery potential of various bodies using a potential for energy recovery factor. The computational fluid dynamics case studies showed that drag obtained using the PBM agreed to within 2% of conventional momentum-based approaches. Maximal energy recovery potential was consistently observed at the trailing ends of the geometries, with values ranging between 9 and 12%.

新的飞机开发旨在提高飞机的性能和效率。一种这样的方法是将推进装置集成到机身中。这允许边界层摄取，这显示了显着的功率优势的前景。然而，随着推进系统和飞机机身的精心整合，这些好处很难量化。推力和阻力是耦合的，不能单独定义，使得传统的性能分析方法不适用。功率平衡法 (PBM) 通过在机械流动功率和动能率变化方面量化飞机性能来解决这个问题。这项工作的主要重点是在无动力空气动力学体上执行 PBM 的计算研究，以评估它们各自的阻力贡献。还进行了一项二次研究，以使用能量恢复系数的潜力来量化各种身体的能量恢复潜力。计算流体动力学案例研究表明，使用 PBM 获得的阻力与基于动量的传统方法相差在 2% 以内。在几何形状的尾端始终观察到最大的能量回收潜力，其值在 9% 到 12% 之间。