Search NASA⌕ Search

SEARCH · Search NASA

Results for “Rotor Performance Testing”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 451 records · Page 25

An experimental evaluation of a helicopter rotor section designed by numerical optimization

The wind tunnel performance of a 10-percent thick helicopter rotor section design by numerical optimization is presented. The model was tested at Mach number from 0.2 to 0.84 with Reynolds number ranging from 1,900,000 at Mach 0.2 to 4,000,000 at Mach numbers above 0.5. The airfoil section exhibited maximum lift coefficients greater than 1.3 at Mach numbers below 0.45 and a drag divergence Mach number of 0.82 for lift coefficients near 0. A moderate 'drag creep' is observed at low lift coefficients for Mach numbers greater than 0.6.

Hicks, R. M.↗

Aeroacoustic effects of reduced aft tip speed at constant thrust for a model counterrotation turboprop at takeoff conditions

A model high-speed, advanced counterrotation propeller, F7/A7, was tested in the anechoic wind tunnel at simulated takeoff and approach conditions of Mach 0.2. The propeller was operated in a baseline configuration with the forward and aft rotor blade setting angles and forward and aft rotational speeds essentially equal. Two additional configurations were tested with the aft rotor at increased blade setting angles and the rotational speed reduced to achieve overall performance similar to that of the baseline configuration. Acoustic data were taken with an axially translating microphone probe that was attached to the tunnel floor. Concurrent aerodynamic data were taken to define propeller operating conditions.

Woodward, Richard P.↗

Aeroacoustic effects of reduced aft tip speed at constant thrust for a model counterrotation turboprop at takeoff conditions

A model high-speed, advanced counterrotation propeller, F7/A7, was tested in the NASA Lewis Research Center's 9- by 15-foot anechoic wind tunnel at simulated takeoff and approach conditions of Mach 0.2. The propeller was operated in a baseline configuration with the forward and aft rotor blade setting angles (36.2deg and 35.4 deg) and forward and aft rotational speeds essentially equal. Two additional configurations were tested with the aft rotor at increased blade setting angles and the rotational speed reduced to achieve overall performance similar to that of the baseline configuration. The aft rotor blade angles were adjusted such that the thrust and power absorption for each rotor remained the same as for the baseline configuration. Acoustic data were taken with an axially translating microphone probe that was attached to the tunnel floor. Concurrent aerodynamic data were taken to define propeller operating conditions. The aft rotor fundamental tone was about 6 dB lower with the 36.2 deg and 38.4 deg blade setting angles, and about 9 dB lower with the 36.2 and 41.4 deg blade setting angles. Predicted noise reductions based on tip speed considerations were 5 and 9.5 dB, respectively, for the two altered blade setting angles.

Woodward, Richard P.↗

HART-II: Prediction of Blade-Vortex Interaction Loading

During the HART-I data analysis, the need for comprehensive wake data was found including vortex creation and aging, and its re-development after blade-vortex interaction. In October 2001, US Army AFDD, NASA Langley, German DLR, French ONERA and Dutch DNW performed the HART-II test as an international joint effort. The main objective was to focus on rotor wake measurement using a PIV technique along with the comprehensive data of blade deflections, airloads, and acoustics. Three prediction teams made preliminary correlation efforts with HART-II data: a joint US team of US Army AFDD and NASA Langley, German DLR, and French ONERA. The predicted results showed significant improvements over the HART-I predicted results, computed about several years ago, which indicated that there has been better understanding of complicated wake modeling in the comprehensive rotorcraft analysis. All three teams demonstrated satisfactory prediction capabilities, in general, though there were slight deviations of prediction accuracies for various disciplines.

Lim, Joon W.↗

Performance of a 1.57 pressure-ratio transonic fan stage with a screen-induced 90 deg circumferential inlet flow distortion

A transonic fan stage having a design pressure ratio of 1.57 was tested with a 90 degree circumferential distortion imposed on the inlet flow. The rotor diameter was approximately 50.8 cm, and the design pressure ratio was 1.60 at a tip speed of 425 m/sec. Overall performance at 70 and 100 percent of design speed showed a loss of stall pressure ratio and flow range at design speed and no significant loss in stall pressure ratio at 70 percent of design speed. Detailed flow measurements are presented to show the rotor-upstream flow interactions and the attenuation and amplification properties through the stage.

Sanger, N. L.↗

Brayton Power Conversion Unit Tested: Provides a Path to Future High-Power Electric Propulsion Missions

Closed-Brayton-cycle conversion technology has been identified as an excellent candidate for nuclear electric propulsion (NEP) power conversion systems. Advantages include high efficiency, long life, and high power density for power levels from about 10 kWe to 1 MWe, and beyond. An additional benefit for Brayton is the potential for the alternator to deliver very high voltage as required by the electric thrusters, minimizing the mass and power losses associated with the power management and distribution (PMAD). To accelerate Brayton technology development for NEP, the NASA Glenn Research Center is developing a low-power NEP power systems testbed that utilizes an existing 2- kWe Brayton power conversion unit (PCU) from previous solar dynamic technology efforts. The PCU includes a turboalternator, a recuperator, and a gas cooler connected by gas ducts. The rotating assembly is supported by gas foil bearings and consists of a turbine, a compressor, a thrust rotor, and an alternator on a single shaft. The alternator produces alternating-current power that is rectified to 120-V direct-current power by the PMAD unit. The NEP power systems testbed will be utilized to conduct future investigations of operational control methods, high-voltage PMAD, electric thruster interactions, and advanced heat rejection techniques. The PCU was tested in Glenn s Vacuum Facility 6. The Brayton PCU was modified from its original solar dynamic configuration by the removal of the heat receiver and retrofitting of the electrical resistance gas heater to simulate the thermal input of a steady-state nuclear source. Then, the Brayton PCU was installed in the 3-m test port of Vacuum Facility 6, as shown. A series of tests were performed between June and August of 2002 that resulted in a total PCU operational time of about 24 hr. An initial test sequence on June 17 determined that the reconfigured unit was fully operational. Ensuing tests provided the operational data needed to characterize PCU performance over its full operating range. The primary test variables used in operating the Brayton PCU were heater input power and rotor speed. Testing demonstrated a maximum steady-state alternating-current power output of 1835 W at a gas heater power of 9000 W and a rotor speed of 52000 rpm. The corresponding measured turbine inlet gas temperature was 1076 K, and the compressor inlet gas temperature was 282 K. When insulation losses from the gas heater were neglected, the Brayton cycle efficiency for the maximum power point was calculated to be 24 percent. The net direct-current power output was 1750 W, indicating a PMAD efficiency of about 95 percent.

Mason, Lee S.↗

Investigation of Two-Stage Counterrotating Compressor. III: Design of Second-Stage Rotor and Preliminary Over-All Performance

At the design speed of a two-stage counterrotating compressor, an overall average pressure ratio of 4.3 was obtained at a specific weight flow of 27.2 pounds per second per square foot frontal area with an adiabatic efficiency of 0.75. Preliminary tests indicate that a weight-flow mismatching exists between the two rotors that causes the first rotor to operate at less than peak efficiency at design speed. At lower speeds, the first stage was forced to operate in the stalled region in single-stage tests. With the second rotor installed, no periodic rotating stall was observed, although random fluctations of similiar magnitude were noted.

Wilcox, Ward W↗

Development and Operation of an Automatic Rotor Trim Control System for the UH-60 Individual Blade Control Wind Tunnel Test

An automatic rotor trim control system was developed and successfully used during a wind tunnel test of a full-scale UH-60 rotor system with Individual Blade Control (IBC) actuators. The trim control system allowed rotor trim to be set more quickly, precisely and repeatably than in previous wind tunnel tests. This control system also allowed the rotor trim state to be maintained during transients and drift in wind tunnel flow, and through changes in IBC actuation. The ability to maintain a consistent rotor trim state was key to quickly and accurately evaluating the effect of IBC on rotor performance, vibration, noise and loads. This paper presents details of the design and implementation of the trim control system including the rotor system hardware, trim control requirements, and trim control hardware and software implementation. Results are presented showing the effect of IBC on rotor trim and dynamic response, a validation of the rotor dynamic simulation used to calculate the initial control gains and tuning of the control system, and the overall performance of the trim control system during the wind tunnel test.

Theodore, Colin R.↗

Rotor tip clearance effects on overall and blade-element performance of axial-flow transonic fan stage

The effects of tip clearance on the overall and blade-element performance of an axial-flow transonic fan stage are presented. The 50-centimeter-diameter fan was tested at four tip clearances (nonrotating) from 0.061 to 0.178 centimeter. The calculated radial growth of the blades was 0.040 centimeter at design conditions. The decrease in overall stage performance with increasing clearance is attributed to the loss in rotor performance. For the rotor the effects of clearance on performance parameters extended to about 70 percent of blade span from the tip. The stage still margin based on an assumed operating line decreased from 15.3 to 0 percent as the clearance increased from 0.061 to 0.178 centimeter.

Moore, R. D.↗

Estimation of UH-60 blade aerodynamic loads and rotor impedance using generalized strain pattern/Kalman filter approach

The purpose of the study is to develop and verify a methodology capable of predicting the vibration levels and estimating the aerodynamic loads and rotor impedance of a rotorcraft blade. Simulated flight test data is generated, blade airloads and elastic hub motions are estimated from the simulated data through the use of the Kalman filter/smoother, simulation upgrading and parameter identification are performed, and the ability to identify rotor impedance from a simulation by isolating the rotor model and providing a prescribed motion for the hub as rotor excitation is demonstrated. It is pointed out that the statistical estimation procedure utilized in the proposed methodology minimizes the impact of sensor noise, truncation error, and instrumentation bias on the results.

Bruhis, Ofer↗

Two-stage fan. 3: Data and performance with rotor tip casing treatment, uniform and distorted inlet flows

A two stage fan with a 1st-stage rotor design tip speed of 1450 ft/sec, a design pressure ratio of 2.8, and corrected flow of 184.2 lbm/sec was tested with axial skewed slots in the casings over the tips of both rotors. The variable stagger stators were set in the nominal positions. Casing treatment improved stall margin by nine percentage points at 70 percent speed but decreased stall margin, efficiency, and flow by small amounts at design speed. Treatment improved first stage performance at low speed only and decreased second stage performance at all operating conditions. Casing treatment did not affect the stall line with tip radially distorted flow but improved stall margin with circumferentially distorted flow. Casing treatment increased the attenuation for both types of inlet flow distortion.

Burger, G. D.↗

Design and application of electromechanical actuators for deep space missions

This progress report documents research and development efforts performed from August 16, 1993 through February 15, 1994 on NASA Grant NAG8-240, 'Design and Application of Electromechanical Actuators for Deep Space Missions.' Following the executive summary are four report sections: Motor Selection, Tests Stand Development, Health Monitoring and Fault Management, and Experiment Planning. Three specific motor types have been considered as prime movers for TVC EMA applications: the brushless dc motor, the permanent magnet synchronous motor, and the induction motor. The fundamental finding was that, in general, the primary performance issues were energy efficiency and thermal dissipation (rotor heating). In terms of all other issues, the three motor types were found to compare quite equally. Among the design changes made to the test stand since the last progress report is the addition of more mounting holes in the side beams. These additional holes allow the movable end beam to be attached in a greater number of positions than previously. With this change the movable end beam can move from full forward to full back in three inch increments. Specific mathematical details on the approach that have been employed for health monitoring and fault management (HMFM) have been reported previously. This approach is based on and adaptive Kalman filter strategy. In general, a bank of filters can be implemented for each primary fault type. Presently under consideration for the brushless dc machine are the following faults: armature winding open-circuits, armature winding short-circuits (phase-to-phase and phase-to-ground), bearing degradation, and rotor flux weakening. The mechanically oriented experiments include transient loading experiments, transverse loading experiment, friction experiment, motor performance experiment, and HMFM experiment.

Haskew, Tim A.↗

Aerodynamic Performance of a Supersonic Throughflow Fan Stage With a Convergent Flow Path

The results from an experimental evaluation of a supersonic throughflow (SSTF) fan stage with a convergent flow path are presented. The stage was designed for a pressure ratio of 2.46 at a tip speed of 1350 ft/s and an inlet Mach number 2.00. The stage was tested with flows at subsonic and supersonic inlet axial Mach numbers and with rotor speeds from 40 to 110 percent of design speed. The fan stage overall performance characteristics, as well as details of its performanc characteristics downstream of the stator vanes, are presented. These measurements were obtained with radially and circumferentially traversing probes. At the design condition, the measured overall pressure ratio was 2.366, and the corresponding adiabatic efficiency was 0.610. Transition from subsonic to supersonic flow was demonstrated at 80, 100 and 110 percent of design speed. At the design condition, the radial distribution of energy addition (temperature ratio) from the computational fluid dynamics (CFD) calculations is in excellent agreement with the measured values. The predicted pressure distributions agree reasonably well with those measured.

Royce D. Moore↗

Performance of cross-flow turbines with varying blade materials and unsupported blade span

Cross-flow turbines could play a larger role in the diversification of the global energy supply if the impact of more cost-competitive design choices on performance and rotor dynamics was better understood. This study focuses on rotor performance and blade strain measurements while varying the following parameters: blade materials and blade free end length by changing strut support position. Towing tank experiments were performed with a modular 1-meter diameter cross-flow turbine consisting of three NACA 0018 blades with two support struts. One strut was fixed at the lower end of the turbine, while the second strut was adjustable, thereby changing the length of the free end. The blade materials tested were carbon, E-glass, and hollow E-glass fiber composites, in decreasing order of stiffness and cost. High-resolution distributed fiber optic sensors were embedded in two of the three rotor blades for each material and provided hundreds of strain measurements per blade. Turbine performance and blade strain were measured while varying tow speed and tip speed ratio. Performance tests were conducted at towing speeds sufficiently high for the performance to be independent of Reynolds number. E-glass blades and carbon blades performed similarly for the most rigid strut configurations. Higher strain was measured on the E-glass blades, and their performance was reduced for less rigid configurations compared to the carbon fiber blades. The performance of the highly deflective hollow E-glass blades was lower overall and became even more degraded for longer unsupported blade span. Furthermore, the results provide insight into the use of various blade materials in cross-flow turbines and guidance on allowable free end length for each material type.

16 TIDAL AND WAVE POWER↗

XV-15 flight test results compared with design goals

Aircraft No. 2 is presently in the midst of flight envelope expansion. Noise and safety design goals have been demonstrated; preliminary results indicate that performance and component life goals may also be met. Hovering power indicates a standard hover ceiling of 7,000 feet. After 18.0 hours of flight, a true airspeed of 207 knots has been reached. The goal is a 300-knot cruise speed. So far, XV-15 flight tests indicate no reason why the tilt rotor concept should not fulfill its promise to provide a major step forward in air vehicle flexibility and in rotary wing performance.

Wernicke, K. G.↗

Effect of reducing rotor blade inlet diameter on the performance of a 11.66-Centimeter radial-inflow turbine

The effect of increased rotor blade loading on turbine performance was investigated by reducing rotor blade inlet diameter. The reduction was made in four stages. Each modification was tested with the same stator using cold air as the working fluid. Results are presented in terms of equivalent mass flow and efficiency at equivalent design rotative speed and over a range of pressure ratios. Internal flow characteristics are shown in terms of stator exit static pressure and the radial variation of local loss and rotor-exit flow angle with radius ratio. Included are velocity diagrams calculated from the experimental results.

Kofskey, M. G.↗

Performance of a low-pressure fan stage with reverse flow

The reverse flow aerodynamic performance of a 51-centimeter-diameter fan stage is presented. The stage was tested with the variable pitch rotor blades set through feather at -75 deg, -80 deg, and -85 deg from design setting angle. Of the three tested the stage with the rotor blades set at -75 deg exhibited the highest pressure ratio and highest flow. For all three configurations, there was little or no flow in the inner third of the exit passage due to the rotor blade being almost perpendicular to the axial direction in the hub region.

Moore, R. D.↗

Overall and blade element performance of a 1.20-pressure-ratio fan stage with rotor blades reset -5 deg

A 51-cm-diam model of a fan stage for a short haul aircraft was tested in a single stage-compressor research facility. The rotor blades were set 5 deg toward the axial direction (opened) from design setting angle. Surveys of the air flow conditions ahead of the rotor, between the rotor and stator, and behind the stator were made over the stable operating range of the stage. At the design speed of 213.3 m/sec and a weight flow of 31.5 kg/sec, the stage pressure ratio and efficiency were 1.195 and 0.88, respectively. The design speed rotor peak efficiency of 0.91 occurred at the same flow rate.

Lewis, G. W., Jr.↗