CN113987687A - Design method of ducted propeller - Google Patents

Design method of ducted propeller Download PDF

Info

Publication number
CN113987687A
CN113987687A CN202111319420.2A CN202111319420A CN113987687A CN 113987687 A CN113987687 A CN 113987687A CN 202111319420 A CN202111319420 A CN 202111319420A CN 113987687 A CN113987687 A CN 113987687A
Authority
CN
China
Prior art keywords
propeller
wing
optimization
ducted
designing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202111319420.2A
Other languages
Chinese (zh)
Inventor
李泽宇
吴江浩
林海英
张建飞
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beihang University
Original Assignee
Beihang University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beihang University filed Critical Beihang University
Priority to CN202111319420.2A priority Critical patent/CN113987687A/en
Publication of CN113987687A publication Critical patent/CN113987687A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/17—Mechanical parametric or variational design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/28—Design optimisation, verification or simulation using fluid dynamics, e.g. using Navier-Stokes equations or computational fluid dynamics [CFD]
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/04—Constraint-based CAD
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/10—Numerical modelling
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2113/00—Details relating to the application field
    • G06F2113/08—Fluids
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Theoretical Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Hardware Design (AREA)
  • Pure & Applied Mathematics (AREA)
  • Mathematical Optimization (AREA)
  • Mathematical Analysis (AREA)
  • Evolutionary Computation (AREA)
  • General Engineering & Computer Science (AREA)
  • Computational Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Algebra (AREA)
  • Computing Systems (AREA)
  • Fluid Mechanics (AREA)
  • Mathematical Physics (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

The invention discloses a design method of a ducted propeller, which comprises the steps of S1, defining design conditions and initial design parameters; the design conditions comprise tension T generated by the duct and the propeller and the working rotating speed n of the propeller; the initial design parameters comprise propeller diameter D, blade culvert gap delta and wing profile; s2, designing a propeller diameter D; s3, designing a blade culvert gap delta; s4, designing an airfoil; the premise of parameterization of the propeller blades is to determine the airfoil family and radial occupation of the blades, and keep the chord length and duct of the wing root, the middle part of the wing, the wing tip unchanged; on the premise, wing root, wing middle part and wing tip section wing profiles are determined through a CST type function; except for the wing root and the wing tip, the negative torsion angles at the radial occupying 3-7 sections are uniformly taken as optimization variables to generate a parameterized model of the blade. The method has the advantages that the iterative optimization design method is based on numerical simulation, and the pneumatic efficiency of the ducted propeller can be improved through accurate evaluation.

Description

Design method of ducted propeller
Technical Field
The invention relates to the field of ducted aircrafts, in particular to a design method of a ducted propeller.
Background
Civil unmanned aerial vehicles are a new industry in the aviation industry field in recent years, and the use scenes in the consumption field of personal entertainment application and professional fields such as electric power, security, agriculture, forest fire prevention, police and the like are increased year by year. At present, the civil unmanned aerial vehicle takes an electric multi-rotor configuration as a main flow, and the rest of the civil unmanned aerial vehicle is in a fixed wing and helicopter configuration, so that the civil unmanned aerial vehicle generally has the bottleneck problems of short flight time, low pneumatic efficiency, poor safety, more environmental restrictions and the like. The ducted aircraft arranges the propeller in the interior of the ducted body of the annular wing structure, and can solve the problem of overhigh mach number of the propeller tip when flying forward at a high rotating speed, thereby having the advantages of high pneumatic efficiency, compact structural layout, high safety, good environmental adaptability and the like. However, the application of ducted aircrafts is still insufficient so far, a complete optimization design method is lacked in the aspect of propeller design, and the problem of how to quickly design a ducted propeller meeting the optimal aerodynamic efficiency or the maximum lift coefficient in the actual use process still remains to be solved.
Disclosure of Invention
The invention solves the technical problem that an iterative optimization design is carried out on a ducted propeller system on the basis of the existing ducted propeller, the pneumatic efficiency of the system is improved, and the ducted propeller system is better matched with a power system of a ducted aircraft.
In order to solve the technical problems, the invention adopts the following technical scheme:
the invention relates to a design method of a ducted propeller, which comprises the following steps
S1, defining design conditions and initial design parameters; the design conditions comprise tension T generated by the duct and the propeller and the working rotating speed n of the propeller; the initial design parameters comprise propeller diameter D, blade culvert gap delta and wing profile;
s2, designing a propeller diameter D; selecting a plurality of propeller diameters of gradually increased propellers, keeping the blade culvert gap unchanged, and respectively obtaining the pneumatic performance of the propeller discs of different propeller diameters at the rotating speed n through CFD numerical simulation; selecting the propeller diameter D most suitable for the engine by comparing with the output characteristic curve of the engine;
s3, designing a blade culvert gap delta; respectively carrying out numerical simulation on the pneumatic performance of the culvert propellers with different culvert gaps at the rotating speed n, and determining the optimal culvert gap value;
s4, designing an airfoil; the premise of parameterization of the propeller blades is to determine the airfoil family and radial occupation of the blades, and keep the chord length and duct of the wing root, the middle part of the wing, the wing tip unchanged; on the premise, wing root, wing middle part and wing tip section wing profiles are determined through a CST type function; except for the wing root and the wing tip, the negative torsion angles at the radial occupying 3-7 sections are uniformly taken as optimization variables to generate a parameterized model of the blade.
Further, in S4, the negative twist angles at the wing root, the wing tip, and five evenly selected radial space-occupying cross sections in the middle of the wing are used as optimization variables, and the generation of the parameterized model of the blade is realized through a combined script file of Matlab and ICEM.
Furthermore, in S4, the CST type function method has strong applicability and is used for parameterizing and characterizing control wing profiles, and the upper surface and the lower surface of each wing profile are respectively provided with 7 type function weights; the model function weight value of the outline function based on the model function family can be obtained through calculation, and the wing profile of the control section can be changed by disturbing the weight value:
ynew＝yold+Δy(x)
the change of the control section airfoil is embodied as the change of the type function weight:
Figure BDA0003344997100000021
where δ i is the amount of change in the weights of the various types of functions.
The CST type function method represents the airfoil profile by superposing Bernstein polynomials, and any m-th-order Bernstein polynomial is formed by the following m terms:
Figure BDA0003344997100000022
and further, iterative optimization of design parameters of the ducted propeller is realized by using a gradient method, the iterative optimization can be realized by using functions in a Matlab optimization toolkit, a corresponding optimization program is compiled in Matlab, an ICEM script is called to parameterize to generate a grid, a Fluent script is called to automatically solve a flow field, and a file is output and fed back to Matlab, so that a whole set of optimization program is formed, and the three-dimensional shape optimization design with rapidness, real time and high precision is realized.
Further, the iterative optimization of the design parameters of the ducted propeller is realized by using a gradient method, and the optimization function is called as follows:
x＝fmincon(fun,x0,A,b,Aeq,beq,lb,ub,options)
wherein x0In order to optimize an initial value, x is a final optimization result, fun is an objective function, A, b, Aeq and beq are coefficient matrixes of inequality constraint and equality constraint respectively, lb and ub define the value range of an independent variable, options define the settings of other optimization parameters;
the optimized objective function is a system lift coefficient CL, and the constraint is a moment coefficient Cm; the optimization variables are a plurality of weight coefficients obtained after geometric parameterization of the optimized shape; by applying delta changes to the optimization variables, the gradient values of the objective function CL and the constraint Cm can be derived by differencing.
Still further, the method also comprises S5 designing the shape of the duct; the ducted body is regarded as a geometric body obtained by rotating an airfoil profile for a circle around a shaft, and the geometric parameterization problem of the ducted body can be equivalent to the geometric parameterization problem of a two-dimensional airfoil profile; the geometric parameterization of the ducted section airfoil is realized by using a non-uniform rational B-spline curve (Nurbs) in combination with a characteristic parameter description method.
Compared with the prior art, the invention has the following beneficial technical effects:
the method has the advantages that the iterative optimization design method is based on numerical simulation, and the pneumatic efficiency of the ducted propeller can be improved through accurate evaluation; in addition, the iterative design is realized by calling an ICEM script and a Fluent script through a Matlab optimization toolkit, and the model design and the numerical simulation have the advantages of rapidness, real time and high precision.
Drawings
The invention is further illustrated in the following description with reference to the drawings.
Fig. 1 is a schematic diagram of the basic structure and related parameters of a ducted propeller.
Fig. 2 is an image of bernstein polynomial when n is 7.
FIG. 3 is a flow chart of a Matlab-ICEM-Fluent joint optimization algorithm.
FIG. 4 is a two-dimensional cross-sectional view of a ducted fan.
Detailed Description
The invention is further described with reference to the following figures and detailed description.
As shown in FIG. 1, the invention provides a design method of a ducted propeller, which comprises
S1, defining design conditions and initial design parameters;
geometrical parameters of propeller
(1) Diameter D of paddle
The diameter D of the propeller is the most basic geometrical parameter of the propeller and is defined as the diameter of the circular trajectory formed by the tip of the propeller rotating through one circle.
(2) Radius of cross section R
The section radius R is the distance from the upper section of the propeller blade to the center of the rotating shaft.
(3) Wing profile
The airfoil is in the shape of a section formed by any section radius of the propeller. Important airfoil parameters are chord length, maximum thickness, etc.
(4) Mounting angle
The included angle between the chord of the airfoil at any section radius and the plane of the propeller.
(5) Angle of torsion
The difference in angle between the mount angle at any section radius relative to another section mount angle.
1. Parameters of propeller motion
And n is the working rotating speed (rpm) of the propeller.
2. Other parameters
T is the pulling force (N) generated by the duct and the propeller, M is the torque (N.m) generated by the rotation of the propeller, P is the power (W) of the propeller, and delta is the oar culvert gap (mm) between the propeller and the duct.
3. Dimensionless parameter
The ducted fan belongs to a rotor wing type aircraft, the lift direction of the ducted fan is consistent with the incoming flow direction, the aerodynamic performance is judged by parameters such as tension, torque, power and efficiency, and dimensionless forms are adopted to measure:
coefficient of tension:
Figure BDA0003344997100000051
torque coefficient:
Figure BDA0003344997100000052
propeller power: p2 pi M × ns
Power coefficient:
Figure BDA0003344997100000053
efficiency:
Figure BDA0003344997100000054
specifically, the design conditions comprise tension T generated by the duct and the propeller, working rotating speed n of the propeller and power system model selection. Based on the design of the existing ducted propeller, the iterative optimization design of the ducted propeller is realized by adjusting and evaluating the initial design parameters. The initial design parameters given include propeller diameter D, pitch culvert clearance δ, and airfoil profile.
S2, designing a propeller diameter D; the propeller diameter has a large influence on the efficiency of the ducted fan, and under the condition that other parameters are consistent, the larger the propeller diameter is, the larger the tension coefficient of the ducted fan is, and the higher the efficiency is, but the efficiency improvement brought by the increase of the propeller diameter is gradually weakened along with the increase of the propeller diameter. Selecting a plurality of propeller diameters of gradually increased propellers, keeping the blade culvert gap unchanged, and respectively obtaining the pneumatic performance of the propeller discs of different propeller diameters at the rotating speed n through CFD numerical simulation; by comparison with the engine output characteristic, the propeller diameter D most suitable for the engine is selected.
One specific embodiment of the propeller diameter D is designed, the aerodynamic performance of different paddles with the diameter D, 1.1D, 1.2D and 1.5D at the rotating speed n is obtained through CFD numerical simulation by expanding the diameter by 10%, 20% and 50% and keeping the blade culvert gap unchanged. By comparison with the engine output characteristic, the most suitable blade diameter for the engine can be selected.
S3, designing a blade culvert gap delta; respectively carrying out numerical simulation on the pneumatic performance of the culvert propellers with different culvert gaps at the rotating speed n, and determining the optimal culvert gap value;
in one specific embodiment of designing the culvert clearance delta, the aerodynamic force of the ducted fan system is closely related to the front and rear total pressure change of the propeller, and the culvert clearance has a great influence on the total pressure change. In this embodiment, the optimal design is performed on the blade culvert gap with a large influence on the pneumatic performance by matching with parameter selection. On the basis of the optimized overall parameters, the pneumatic performance of the ducted propellers with the culvert gaps of 2mm, 3mm, 4mm and 5mm at the rotating speed n is numerically simulated, and the optimal values of the culvert gaps are determined by considering the blade tip effect and the manufacturing process.
S4, designing an airfoil; in order to generate the geometric shape quickly, the blade shape of the ducted propeller needs to be defined parametrically. The premise of parameterization of the propeller blades is to determine the airfoil family and radial occupation of the blades, and keep the chord length and duct of the wing root, the middle part of the wing, the wing tip unchanged; on the premise, wing root, wing middle part and wing tip section wing profiles are determined through a CST type function; except for the wing root and the wing tip, the negative torsion angles at the radial occupying 3-7 sections are uniformly taken as optimization variables to generate a parameterized model of the blade.
And (3) describing the leading edge radius and the trailing edge included angle of the airfoil profile by taking the CST type function in the range of 1-m (m is the order number of Bernstein polynomial), fitting to obtain a type function weight corresponding to the initial airfoil profile, and realizing the iteration of the airfoil profile of the control section by disturbing the weight. The upper surface and the lower surface are considered to form a complete wing profile, the wing root, the wing middle part and the wing tip wing profile are optimized, 6m optimization variables are obtained in total, and the wing profile optimization design is realized through an iterative optimization algorithm.
In this specific embodiment, in step S4, the wing root, the wing tip, and the negative torsion angles at the five uniformly selected radial space-occupying cross sections in the middle of the wing are used as optimization variables, so that the parameterized model of the blade can be generated, and the parameterized model of the blade is generated by using the combined script file of Matlab and ICEM.
The CST type function method has strong applicability and is used for parameterizing and representing control wing profiles, and the upper surface and the lower surface of each wing profile are respectively provided with 7 type function weights. The model function weight value of the outline function based on the model function family can be obtained through calculation, and the wing profile of the control section can be changed by disturbing the weight value:
ynew＝yold+Δy(x)
the change of the control section airfoil is embodied as the change of the type function weight:
Figure BDA0003344997100000071
where δ i is the amount of change in the weights of the various types of functions.
The CST type function method represents the airfoil profile by superposing Bernstein polynomials, and any m-th-order Bernstein polynomial is formed by the following m terms:
Figure BDA0003344997100000072
the method comprises the steps of using a gradient method to achieve iterative optimization of design parameters of the ducted propeller, achieving the iterative optimization through functions in a Matlab optimization toolkit, compiling a corresponding optimization program in the Matlab, calling an ICEM script to parameterize to generate a grid, calling a Fluent script to automatically solve a flow field, and outputting a file to be fed back to the Matlab, so that a whole set of optimization program is formed, and rapid, real-time and high-precision three-dimensional shape optimization design is achieved. The method comprises the following steps of using a gradient method to realize iterative optimization of design parameters of the ducted propeller, and calling an optimization function as follows:
x＝fmincon(fun,x0,A,b,Aeq,beq,lb,ub,options)
wherein x0In order to optimize an initial value, x is a final optimization result, fun is an objective function, A, b, Aeq and beq are coefficient matrixes of inequality constraint and equality constraint respectively, lb and ub define the value range of an independent variable, options define the settings of other optimization parameters;
the optimized objective function is a system lift coefficient CL, and the constraint is a moment coefficient Cm; the optimization variables are a plurality of weight coefficients obtained after geometric parameterization of the optimized shape; by applying delta changes to the optimization variables, the gradient values of the objective function CL and the constraint Cm can be derived by differencing.
S5, designing the shape of a duct; and on the basis of optimizing the appearance of the propeller, optimizing and designing the geometric appearance of the duct by adopting a parameterization method. The ducted body can be regarded as a geometric body obtained by rotating an airfoil for one circle around a shaft, and the geometric parameterization problem of the ducted body can be equivalent to the geometric parameterization problem of a two-dimensional airfoil. However, for the culvert body, the influence of the blade culvert gap on the additional tension generated by the culvert is large, and in consideration of the difficulty in process manufacturing, the inner wall surface of the culvert in the blade tip range is usually a section of fixed curved surface, so that the limitation on the geometric shape of the culvert body is large when the culvert body is optimized. The CST has poor appearance precision realized by a constraint function, so that the geometric parameterization of the ducted section airfoil is realized by combining a non-uniform rational B-spline curve (Nurbs) with a characteristic parameter description method.
As shown in fig. 4, one specific embodiment of designing the duct profile adopts a non-uniform rational B-spline curve (Nurbs) in combination with a characteristic parameter description method to realize the geometric parameterization of the duct section airfoil. As shown in the figure, point a is taken as a trailing edge point of the airfoil, point G is taken as a leading edge point of the airfoil, AB, BC and KA are straight line segments, curve segment CGK is a non-uniform rational B-spline curve generated by 9 points from point C to point K, C, G, K is a fixed point, the abscissa of point A, D, E, F, H, I, J is a fixed value, and the ordinate of point B is a fixed value; the abscissa of the point B and the ordinate of A, D, E, F, H, I, J are design variables. Such a total of 8 design variables, the radius of the duct outlet is controlled by the ordinate of point a, the length of the flared section of the duct outlet is controlled by the abscissa of point B, and the shape and radius of the duct leading edge is controlled by the ordinate of D, E, F, H, I, J.
The above-described embodiments are merely illustrative of the preferred embodiments of the present invention, and do not limit the scope of the present invention, and various modifications and improvements of the technical solutions of the present invention can be made by those skilled in the art without departing from the spirit of the present invention, and the technical solutions of the present invention are within the scope of the present invention defined by the claims.

Claims (6)

1. A design method of a ducted propeller is characterized in that: comprises that
S1, defining design conditions and initial design parameters; the design conditions comprise tension T generated by the duct and the propeller and the working rotating speed n of the propeller; the initial design parameters comprise propeller diameter D, blade culvert gap delta and wing profile;
s2, designing a propeller diameter D; selecting a plurality of propeller diameters of gradually increased propellers, keeping the blade culvert gap unchanged, and respectively obtaining the pneumatic performance of the propeller discs of different propeller diameters at the rotating speed n through CFD numerical simulation; selecting the propeller diameter D most suitable for the engine by comparing with the output characteristic curve of the engine;
s3, designing a blade culvert gap delta; respectively carrying out numerical simulation on the pneumatic performance of the culvert propellers with different culvert gaps at the rotating speed n, and determining the optimal culvert gap value;
s4, designing an airfoil; the premise of parameterization of the propeller blades is to determine the airfoil family and radial occupation of the blades, and keep the chord length and duct of the wing root, the middle part of the wing, the wing tip unchanged; on the premise, wing root, wing middle part and wing tip section wing profiles are determined through a CST type function; except for the wing root and the wing tip, the negative torsion angles at the radial occupying 3-7 sections are uniformly taken as optimization variables to generate a parameterized model of the blade.
2. The method of designing a ducted propeller as claimed in claim 1, wherein: in S4, the negative torsion angles of the wing root, the wing tip and five uniformly selected radial space-occupying cross sections in the middle of the wing are used as optimization variables, and the generation of the parameterized model of the blade is realized through a combined script file of Matlab and ICEM.
3. The method of designing a ducted propeller as claimed in claim 2, wherein: in S4, the CST type function method has strong applicability and is used for parameterizing and characterizing control wing profiles, and the upper surface and the lower surface of each wing profile are respectively provided with 7 type function weights; the model function weight value of the outline function based on the model function family can be obtained through calculation, and the wing profile of the control section can be changed by disturbing the weight value:
ynew＝yold+Δy(x)
the change of the control section airfoil is embodied as the change of the type function weight:
Figure FDA0003344997090000011
where δ i is the amount of change in the weights of the various types of functions.
The CST type function method represents the airfoil profile by superposing Bernstein polynomials, and any m-th-order Bernstein polynomial is formed by the following m terms:
Figure FDA0003344997090000021
4. the method of designing a ducted propeller as claimed in claim 3, wherein: the method comprises the steps of using a gradient method to achieve iterative optimization of design parameters of the ducted propeller, achieving the iterative optimization through functions in a Matlab optimization toolkit, compiling a corresponding optimization program in the Matlab, calling an ICEM script to parameterize to generate a grid, calling a Fluent script to automatically solve a flow field, and outputting a file to be fed back to the Matlab, so that a whole set of optimization program is formed, and rapid, real-time and high-precision three-dimensional shape optimization design is achieved.
5. The method of designing a ducted propeller as in claim 4, wherein: the method comprises the following steps of using a gradient method to realize iterative optimization of design parameters of the ducted propeller, and calling an optimization function as follows:
x＝fmincon(fun,x0,A,b,Aeq,beq,lb,ub,options)
wherein x0In order to optimize an initial value, x is a final optimization result, fun is an objective function, A, b, Aeq and beq are coefficient matrixes of inequality constraint and equality constraint respectively, lb and ub define the value range of an independent variable, options define the settings of other optimization parameters;
the optimized objective function is a system lift coefficient CL, and the constraint is a moment coefficient Cm; the optimization variables are a plurality of weight coefficients obtained after geometric parameterization of the optimized shape; by applying delta changes to the optimization variables, the gradient values of the objective function CL and the constraint Cm can be derived by differencing.
6. The method of designing a ducted propeller as claimed in claim 1, wherein: s5, designing the shape of the duct; the ducted body is regarded as a geometric body obtained by rotating an airfoil profile for a circle around a shaft, and the geometric parameterization problem of the ducted body can be equivalent to the geometric parameterization problem of a two-dimensional airfoil profile; the geometric parameterization of the ducted section airfoil is realized by using a non-uniform rational B-spline curve (Nurbs) in combination with a characteristic parameter description method.
CN202111319420.2A 2021-11-09 2021-11-09 Design method of ducted propeller Pending CN113987687A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111319420.2A CN113987687A (en) 2021-11-09 2021-11-09 Design method of ducted propeller

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111319420.2A CN113987687A (en) 2021-11-09 2021-11-09 Design method of ducted propeller

Publications (1)

Publication Number Publication Date
CN113987687A true CN113987687A (en) 2022-01-28

Family

ID=79747274

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111319420.2A Pending CN113987687A (en) 2021-11-09 2021-11-09 Design method of ducted propeller

Country Status (1)

Country Link
CN (1) CN113987687A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114781270A (en) * 2022-05-09 2022-07-22 北京航空航天大学 Multi-working-condition self-adaptive variable-pitch propeller design optimization method
CN114912381A (en) * 2022-05-09 2022-08-16 北京航空航天大学 Flow state parameter identification-based propeller aerodynamic shape optimization design method
CN115320879A (en) * 2022-10-14 2022-11-11 中国空气动力研究与发展中心低速空气动力研究所 Design method for annular control wing type trailing edge coanda profile

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114781270A (en) * 2022-05-09 2022-07-22 北京航空航天大学 Multi-working-condition self-adaptive variable-pitch propeller design optimization method
CN114912381A (en) * 2022-05-09 2022-08-16 北京航空航天大学 Flow state parameter identification-based propeller aerodynamic shape optimization design method
CN115320879A (en) * 2022-10-14 2022-11-11 中国空气动力研究与发展中心低速空气动力研究所 Design method for annular control wing type trailing edge coanda profile
CN115320879B (en) * 2022-10-14 2022-12-09 中国空气动力研究与发展中心低速空气动力研究所 Method for designing coanda profile of ring control airfoil trailing edge

Similar Documents

Publication Publication Date Title
CN113987687A (en) Design method of ducted propeller
Bagai et al. Rotor free-wake modeling using a pseudoimplicit relaxation algorithm
CA3088247C (en) Low-noise airfoil for an open rotor
CN107609243B (en) Design method of propeller blade
CN113408044B (en) Multi-rotor unmanned aerial vehicle blade optimization design method
Wisniewski et al. Designing small propellers for optimum efficiency and low noise footprint
Zhang et al. High-fidelity CFD validation and assessment of ducted propellers for aircraft propulsion
Ventura Diaz et al. Simulations of ducted and coaxial rotors for air taxi operations
Patterson et al. A simple method for high-lift propeller conceptual design
Hepperle Inverse aerodynamic design procedure for propellers having a prescribed chord-length distribution
CN113742861B (en) Blade model optimization design method suitable for wind tunnel test of wind driven generator
Shamsudin et al. Aerodynamic analysis of quadrotor uav propeller using computational fluid dynamic
CN110001928A (en) System and method for improved Design of Propeller
CN109992893A (en) A kind of propeller profile optimization design method
Patrao et al. An optimization platform for high speed propellers
US20190002086A1 (en) Open rotor and airfoil therefor
Kutty et al. Review on numerical and experimental research on conventional and unconventional propeller blade design
Sutikno et al. Design and blade optimization of contra rotation double rotor wind turbine
Sapit et al. Aerodynamics drone propeller analysis by using computational fluid dynamics
CN114297770A (en) Rapid design method for rotor wing of electric unmanned aerial vehicle
Ebus et al. Small electrically powered contra-rotating turbo fan engines for high-speed aircraft application
Wei et al. Analysis and optimization of the coupling effect for duct-rotor based on aerodynamic performance
CN112926148B (en) Propeller airfoil aerodynamic shape design method considering influence of three-dimensional effect
Margalida et al. Low fidelity multidisciplinary methodology for efficient and quiet propeller design: Numerical investigation and experimental validation
Kwiatkowski et al. Method of Designing a Distortion Gauze for Testing a Boundary Layer Ingesting Fan

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination