09 - Ducted Fans and Propellers (Compatibility Mode) PDF

PEMP
RMD 2501
Ducted Fans and Propellers
Session delivered by:

Prof Q.H.
Prof. Q H Nagpurwala
09 © M.S.Ramaiah School of Advanced Studies, Bangalore 1

PEMP
Session Objectives
RMD 2501
This session is intended to discuss the following:

9 Introduction to propellers
9 Types
T off propellers
ll andd ducted
d t d fan
f
9 Working principle of propellers
9 Theory
h off slip
li stream
9 Momentum and blade element theory

PEMP
Introduction - A Brief History RMD 2501
9 The first ideas of vertical flight can be traced back

to a Chinese toy, first used about 400 B.C.
9 This Chinese Top consisted of feathers at the end
of a stick.
9 This stick was spun between two hands to generate
lift, and when released, it could make a free flight.
9 These
h toys were probably
b bl inspired
i i d by b watchinghi
seeds of trees flying on the wind.
9 In 1483 Leonardo da Vinci designed his Aerial-
Screw or Air Gyroscope based on Archimedes’
water-screw, the idea behind this device was that
the screw would bore itself into the air, creating
vertical lift.
lift
9 In 1934 Stipa and Kort designed their “Kort-
Nozzle” with a simple ring around the propeller for
marine application.
pp Thus ducted p propellers
p came
into use.

PEMP
Introduction - Propeller RMD 2501
9 A propeller is a device which transmits power by converting it into thrust for

propulsion of a vehicle though a fluid by rotating two or more twisted blades
about a central shaft, in a manner analogous to rotating a screw through a solid.
9 The blades of a propeller act as rotating wings and produce force through
application of Newton's third law, generating a difference in pressure between
the forward and rear surfaces of the airfoil
airfoil-shaped
shaped blades.
Air propeller Marine propeller

PEMP
Application of Propeller RMD 2501
P-51 Mustang
Micro Air Vehicle (MAV)
Cheyenne EN02
Pilatus Aircraft
PEMP
Introduction – Ducted Fan RMD 2501
9 A ducted
d t d fan
f is i a propulsion
l i arrangementt whereby
h b a propellerll isi mounted
t d within
ithi
a cylindrical shroud or duct.
9 The duct prevents losses in thrust from the tips of the propeller and if the duct
has an airfoil cross-section,
cross section it can provide additional thrust of its own.
own
9 Ducted fan propulsion is used in aircraft, airboats and hovercraft.
9 In aircraft applications, ducted fans normally have more and shorter blades than
propellers and thus can operate at higher rotational speeds.
9 The operating speed of an unshrouded propeller is limited since tip speeds
approach the sound barrier at lower speeds than an equivalent ducted propeller.

PEMP
Applications of Ducted Fan RMD 2501
Hiller Flying Platform C450 Coléoptère DOAK VZ-4
AVRO car Piasecki VZ-8P(B)

PEMP
Application of Ducted Fan RMD 2501
Bell X
X-22A
22A Edgley EA7 Optica
Advantages Disadvantages
I
Increased
d th
thrustt I
Increased
d wetted
tt d area
Noise reduction Weight penalty
Improved safety
Vectored thrust ability

PEMP
Types of Ducted Fan RMD 2501
Duct shapes
Flow
decelerating shroud - noise reduction

accelerating shroud - low speed heavily loaded propellers (improves efficiency)
Ducted fans are favoured in VTOL and other low-speed designs for their
high thrust-to-weight
thrust to weight ratio.
ratio

PEMP
Inlet Shapes RMD 2501

PEMP
Ducted vs Unducted Propeller

RMD 2501

PEMP
Slip Stream Theory RMD 2501
Slip stream theory

Continuity equation
m& = ρ1 A1V1 = ρ 4 A4V4
Thrust generated
T = m& ΔV1
Power required
P = TV1
m = mass flow rate, kg/s
T = thrust, N
P = power, W
A = area, m2
V = velocity,
elocit m/s F d analysis
Froude l i off propeller
ll
ρ = density, kg/m3
PEMP
Slip Stream Theory – Unducted Propeller RMD 2501
Cruise condition Static condition

PEMP
Slip Stream Theory – Ducted Propeller RMD 2501
Cruise condition Static condition

PEMP
Lift Distribution - Propeller Blade RMD 2501
Tip relieving effect Duct friction effect
Unducted propeller Ducted propeller

PEMP
Ducted Fan Shape RMD 2501

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Velocity Triangles RMD 2501
9 Propeller consists of a number of rotating

wings of airfoil shape, designed to convert
torque into
i thrust.
h
9 Very similar to an aircraft wing, the
propeller blades are subjected to the same
aerodynamic
d i laws
l and
d influences.
i fl
Velocity Triangle
V1
Vr1

PEMP
Propeller Pitch RMD 2501
The flattened outside surface of the cylinder above, showing the pitch triangle
and the pitch angle φ . Also shown is the triangle, corresponding to a different
radius station r, pitch and thus a larger pitch angle φ .
r which has the same pitch,

PEMP
Important Definitions RMD 2501
η = η ⋅η p m
J = Advance ratio
N = Rotational speed
PA TS ⋅ V∞ CT
ηp = = =J⋅ D = Propeller diameter
PS PS CP PA = Available power
PS = Shaft power
V∞
J= Q = Torque
ND T = Thrust
T
CT = TA = Available thrust
ρN 2 D 4 V = Flow velocity
CT = Thrust coefficient
P
CP = CP = Power coefficient
ρN 3 D 5 β = Blade orientation w.r.t. zero lift line
Pitch = 2π ⋅ r ⋅ tan β η = Overall efficiency
ηp = Propeller efficiency
(Pitch is specified at 75% of the propeller
outer radius, R) ηm = Drive motor efficiency

PEMP
Momentum Theory RMD 2501
The momentum theory, developed in 1865 by Rankine, is based on the assumption

that the propeller functions as a uniform “actuator disk”.
Far in front of the actuator disk, the pressure (p) and the air velocity (V) are
considered the same as in free air.

PEMP
Assumptions for momentum theory

9 The flow is assumed to be inviscid and incompressible.
9 All rotation of fluid within the stream tube is neglected.
9 The
Th flow
fl velocity
l i is i assumedd uniform
if over eachh cross section
i off the
h stream tube.
b
9 The pressure is assumed uniform over each cross section of the stream tube.
By applying conservation of mass to the propeller disc area, we have
ρApVd = ρAp (V∞ + Vi )
Vd = (V∞ + Vi ) (1)
Applying Bernoulli's equation along the streamline, upstream from the propeller
disc, we obtain
V∞2 Pu (V∞ + Vi )
2
P∞ (2)
+ = +
ρ 2 ρ 2
Like wise,, for the streamline on the aft side of the ppropeller
p disc,, from a p
point jjust
behind the propeller to a point in the far slipstream, using (2),

PEMP
Vs2 Pd (V∞ + Vi )
2
P∞
+ = + (3)
ρ 2 ρ 2
Where Vs is the ultimate slipstream velocity at a downstream point where the
pressure has returned to ambient. Subtracting eq (2) from (3) results in
2
Vs2 V∞ Pd Pu
− = − (4)
2 2 ρ ρ
The axial force on the propeller disc is expressed in terms of the pressure difference
across the disc and in terms of the momentum imparted to the fluid. The trust acting
on the prop-circle is expressed as the downstream pressure Pd, minus the upstream
pressure, Pu, multiplied
lti li d by
b the
th area AP.
T = AP (Pd − Pu )
(5)
Since this
Si thi force
f i applied
is li d directly
di tl tot the
th fluid,
fl id it will
ill result
lt in
i a fluid
fl id momentum
t
increase, which must satisfy
PEMP
•
T = m(Vs − V∞ ) (6)
Where m is the mass flow rate through the area Ap, which is given by
•
m = AP ρ (V∞ − Vi ) (7)
Using eq (7) in (6), the thrust can be written as
T = AP ρ (V∞ − Vi )(Vs − V∞ ) (8)
Combining eq (5) & (8) to eliminate the trust, we obtain
AP (Pd − Pu ) = AP ρ (V∞ − Vi )(Vs − V∞ )
= (V∞ − Vi )(Vs − V∞ )
Pd Pu (9)
or −
ρ ρ
Using eq (4) to eliminate the pressure from eq (9), the ultimate slipstream velocity
can be related to the freestream velocity and the propeller induced velocity,

PEMP
Vs2 V∞2 (Vs − V∞ )(Vs − V∞ )

− = = (V∞ − Vi )(Vs − V∞ )
2 2 2
Solving this for Vs gives
(10)
Vs = V∞ + 2Vi
Thus
h we see that h the h classical
l i l momentum theoryh predicts
di that
h theh difference
diff
between the ultimate slipstream velocity and the freestream velocity is twice the
induced velocity.
Similarly from the energy equation,
Similarly, equation the brake power,
power P that is required to turn the
propeller must satisfy the relation
⎡
• Vs2 V∞2 ⎤
P = m ⎢hs − h∞ + − ⎥
⎣ 2 2 ⎦
Where hs and h∞ are the ultimate slipstream and free stream enthalpy, since the fluid
is assumed incompressible
p and ultimate slipstream
p pressure is assumed equal
p q to the
freestream pressure, the enthalpy in the ultimate slipstream is equal to that in
freestream. Thus the energy equation becomes
PEMP
⎡Vs2 V∞2 ⎤
P = Ap ρ (V∞ − Vi )⎢ − ⎥ (11)
⎣ 2 2 ⎦
Using eq. (10) in (8) and (11), the thrust can be written as
T = 2 Ap ρ (V∞ − Vi )Vi (12)
and brake power required to turn the propeller is
P = 2 Ap ρ (V∞ − Vi ) Vi
2 (13)
Equation
q ((12)) is q
quadratic in Vi and can be solved for the induced velocity
y to g
give
V∞2 T V∞ (14)
Vi = + −
4 2 Ap ρ 2
Using equation (14) in (13), the brake power required to turn the propeller can be
expressed as a function of the thrust and the freestream air speed,
⎛V V 2
T ⎞
P = T⎜ ∞ + ∞ + ⎟ (15)
⎜ 2 4 2 Ap ρ ⎟
⎝ ⎠
PEMP
The propulsive efficiency for the propeller is the propulsive power output, TV∞,
divided by the brake power input, P. Since this is inviscid, incompressible flow
model, the propulsive efficiency obtained from the classical propeller momentum
theory
h i usually
is ll called
ll d the
h ideal
id l efficiency,
ffi i ηI. From
F eq (12) and
d (13) we obtain
b i
TV∞ 2 Ap ρ (V∞ + Vi )ViV∞ V∞ 1

ηi = = = = (15)
P 2 Ap ρ (V∞ + Vi )Vi V∞ + Vi 1 + Vi
V∞
or with equation (14)
−1
⎛1 1 T ⎞ (16)
⎜
ηi = + + ⎟
⎜2 4 2 A ρV 2 ⎟
⎝ p ∞ ⎠
For convenience, we can express eq. (14) in terms of the usual dimensionless
propeller variables. This gives
Vi J 2 2CT J
= + − (17)
(ω / 2π )d p 4 π 2
PEMP
where T V∞
and
CT = J=
ρ (ω / 2π )3 d p 4 ρ (ω / 2π )d p
Si il l eq. (15) can be
Similarly b written
i i dimensionless
in di i l formf as (18)
⎛J J 2
2C ⎞
C P = CT ⎜ + + T ⎟
⎜2 4 π ⎟
⎝ ⎠
where
P
CP =
ρ (ω / 2π )3 d p 5
From eq. (16), the ideal propulsive efficiency predicted by the classical propeller
momentum theory y can be written in terms of the same dimensionless variables,,
−1
CT J ⎛ 1 1 2CT ⎞
ηi = = ⎜⎜ + + 2 ⎟
⎟
CP ⎝ 2 4 πJ ⎠

PEMP
Limitations of momentum theory

¾ Does not account for rotation of the fluid within the slipstream.
¾ There is no physical basis for neglecting slipstream rotation.
¾ In actual thrust and propulsive efficiency are lower as a result of slipstream
rotation.
i
¾ The assumptions of uniform flow and uniform pressure results in a one
dimensional solution the is not consistent with the results predicted from
propeller vortex theory.

PEMP
Blade Element Theory RMD 2501
In 1878 William Froude developed the blade element theory. This theory is based
on the calculation of thrust and torque of a number of sections on the propeller,
adding all the results together providing the thrust and torque of the total propeller

PEMP
The resultant air speed
VR = (Ωr )2 + V 2
Where
r = Part of Propeller radius
Ω = angular velocity [rad/s]
The helix angle

V
φ = a tan
t
Ωr
Where φ = Helix Angle
A large pitch angle at the root of the blade and a small pitch angle at the tip will
ensure an efficient
ffi i t angle
l off attack
tt k over the
th entire
ti propeller
ll blade.
bl d Hence
H t it d
twisted
blade.
PEMP
When the propeller geometry is known, it is possible to calculate the sections

thrust and torque
1
dT = d ⋅ (C l ⋅ cos(φ ) − C d ⋅ sin
⋅ ρ ⋅ V R2 ⋅ c ⋅ dr i (φ ))
2
1
dQ = ⋅ ρ ⋅ V R2 ⋅ c ⋅ r ⋅ dr ⋅ (C l ⋅ sin (φ ) + C d ⋅ cos(φ ))
2
Where
VR = Resultant Speed
c = Chord
Cl = Lift Coefficient
Q = Torque
q

PEMP
Combined Momentum & Blade Element Theory

RMD 2501

PEMP

RMD 2501
Calculations start with the determination of the resultant air speeds

(a)
VR = (Ω ⋅ r ) 2
+V 2
(b)
VR0 = V + Vi
R
2 2
Where VR0 = Resultant Speed and the different angles

V
φ = a tan (d)
Ω⋅r
α 0 = β − φ0 (e) Where
h θ = Induced
d d Angle
A l
φ0 = Helix Angle for Zero Lift
Vi α = Angle of Attack
θ = a tan ((f))
α0 = Angle of Attack for Zero Lift
V R0
β = Geometric Blade Pitch Angle
α = β −φ (g)
φ0 = φ + θ (h)

PEMP

RMD 2501
The actual Reynolds number for every segment is determined ρ ⋅ Ω ⋅ ri ⋅ ci

Where Re = Reynolds Number Re =
μ
μ = Coefficient of Viscosity
From characteristics of airfoil, the desired lift and drag for a particular angle of
attack can be selected.
Comparing the blade element theory thrust and the momentum theory thrust with
correctedd parameters
B.E.T. 1 (i)
dT = B ⋅ ⋅ ρ ⋅ V R20 ⋅ c ⋅ dr ⋅ (C l ⋅ cos(φ 0 ) − C d ⋅ sin (φ 0 ))
2
M.M.T. dT = 2 ⋅ ρ ⋅ (2 ⋅ π ⋅ r ⋅ dr ) ⋅ (V + Vi ⋅ cos(φ 0 )) ⋅ Vi ⋅ cos(φ 0 ) (j)
Where B = Number of Blades

Substitution leads to a new value for the induced speed
B ⋅ VR0 ⋅ c ⋅ (C l ⋅ cos(φ 0 ) − C d ⋅ sin (φ 0 )) (k)
Vi =
8 ⋅ π ⋅ r ⋅ (V + Vi ⋅ cos(φ 0 )) ⋅ cos(φ 0 )
PEMP

RMD 2501
This value can’t be calculated easily. The term for induced speed is situated in both
sides of the equation as well as in the term for induced angle (θ), so influencing the
helix angle
g ((Φ)) and the lift and drag
g coefficient.
Using these final parameters, the thrust and the torque produced by the propeller
section can be calculated.
1
dT = B ⋅ ⋅ ρ ⋅ V R20 ⋅ c ⋅ dr ⋅ (C l ⋅ cos(φ 0 ) − C d ⋅ sin (φ 0 ))
2
1
dQ = B ⋅ ⋅ ρ ⋅ V R2 ⋅ c ⋅ r ⋅ dr ⋅ (C l ⋅ sin (φ 0 ) + C d ⋅ cos(φ 0 ))
2 0
Taking all the thrust and torque parts of all the sections together will ultimately
provide the total thrust and torque from the propeller
Tnew = Told + dT
Qnew = Qold + dQ
Q

PEMP

RMD 2501
With the total thrust and torque known, the propeller thrust and torque coefficients
can be calculated.
T
Coefficient of thrust CT =
ρ ⋅ n2 ⋅ D4
Q
Coefficient of torque CQ =
ρ ⋅ n2 ⋅ D5
CT J
Efficiency ηi =
CP

PEMP
Pitch, Diameter and Number of Blades

RMD 2501
The propellers are of fixed pitch or variable pitch

Pitch P = 2πR tanβ
Th power needed
The d d to
t turn
t a propeller
ll depends
d d directly
di tl on the
th number
b off blades
bl d
and on the diameter by a power of 5.
Doubling the diameter increases the necessary power to 25 = 32.
Changing the number of blades from b1 to b2 increases the power consumption to
P2 = P1(b2/b1) if we keep the same diameter.
On the other hand, a change in diameter from D1 to D2, changes the power
needed to turn the propeller at the same number of rotations per minute to P2 =
P1(D2/D1)5 when the number of blades stays the same.
Putting both trends together (for propellers of the same power consumption) and
solving for the new propeller diameter D2 leads to
D2 = D1(b1/b2)1/5

PEMP
Propeller Characteristics (1) RMD 2501

PEMP
Typical propeller efficiency curves as a function of advance ratio (J = V∞/nD) and

blade angle (McCormick
(McCormick, 1979)

PEMP
Typical propeller thrust curves as a function of advance ratio (J = V∞/nD) and

blade angle (McCormick, 1979)
PEMP
T i l propeller
Typical ll power curves as a function
f ti off advance
d ratio
ti (J = V∞/nD)
/ D) and
d
blade angle (McCormick, 1979)
PEMP
Standard Blade Profiles RMD 2501
• NACA Profiles
• E l Profiles
Eppler P fil
• Selig Profiles
• Clark Y Profiles
• RAF 6E Profiles
Note: The x-y coordinates along with the respective performance
d t for
data f all
ll these
th profiles
fil are well
ll documented.
d t d

PEMP
Propeller Characteristics from CFD RMD 2501

PEMP
Propeller Specification RMD 2501
Propeller for Propeller for

larger aircraft MAV
Gross weight 1300 kg 75g

Power loading 7.5 kg/kW -NA-
Datum height 1.22 m 75 mm
Thrust 1624 N 1N
Cruise speed 85.4 m/s 25 m/s
Climb speed 35 m/s 15 m/s
Power input -NA- 4W
* The values are examples

PEMP
Session Summary RMD 2501
In this session, the following aspects of propellers and ducted

fans have been discussed:
¾ Different types of propellers and ducted fans

¾ Working principle
¾ Momentum theory, blade element theory and combined
blade element-momentum theory
¾ Propeller performance parameters
¾ Presentation of ppropeller
p characteristics

PEMP
RMD 2501
Thank you

09 - Ducted Fans and Propellers (Compatibility Mode) PDF

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PEMP

Ducted Fans and Propellers

Session delivered by:

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 1

This session is intended to discuss the following:

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 2

Introduction - A Brief History RMD 2501

9 The first ideas of vertical flight can be traced back

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 3

Introduction - Propeller RMD 2501

9 A propeller is a device which transmits power by converting it into thrust for

Air propeller Marine propeller

Application of Propeller RMD 2501

Micro Air Vehicle (MAV)

Introduction – Ducted Fan RMD 2501

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 6

Applications of Ducted Fan RMD 2501

Hiller Flying Platform C450 Coléoptère DOAK VZ-4

AVRO car Piasecki VZ-8P(B)

Application of Ducted Fan RMD 2501

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 8

Types of Ducted Fan RMD 2501

decelerating shroud - noise reduction

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 9

Inlet Shapes RMD 2501

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 10

Ducted vs Unducted Propeller

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 11

Slip Stream Theory RMD 2501

Slip stream theory

Slip Stream Theory – Unducted Propeller RMD 2501

Cruise condition Static condition

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 13

Slip Stream Theory – Ducted Propeller RMD 2501

Cruise condition Static condition

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 14

Lift Distribution - Propeller Blade RMD 2501

Tip relieving effect Duct friction effect

Unducted propeller Ducted propeller

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 15

Ducted Fan Shape RMD 2501

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 16

Velocity Triangles RMD 2501

9 Propeller consists of a number of rotating

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 17

Propeller Pitch RMD 2501

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 18

Important Definitions RMD 2501

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 19

Momentum Theory RMD 2501

The momentum theory, developed in 1865 by Rankine, is based on the assumption

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 20

Momentum Theory RMD 2501

Assumptions for momentum theory

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 21

Momentum Theory RMD 2501

Momentum Theory RMD 2501

Using eq (7) in (6), the thrust can be written as

T = AP ρ (V∞ − Vi )(Vs − V∞ ) (8)

Combining eq (5) & (8) to eliminate the trust, we obtain

AP (Pd − Pu ) = AP ρ (V∞ − Vi )(Vs − V∞ )

09 © M.S.Ramaiah School of Advanced Studies, Bangalore 23

Momentum Theory RMD 2501