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A multi-element rotor blade includes an individually controllable main element and fixed aerodynamic surface in an aerodynamically efficient location relative to the main element. The main element is controlled to locate the fixed aerodynamic surface in a position to increase lift and/or reduce drag upon the main element at various azimuthal positions during rotation.
A method is presented for designing axial-flow compressor blading from blade elements defined on cones which pass through the blade-edge streamline locations. Each blade-element centerline is composed of two segments which are tangent to each other. The centerline and surfaces of each segment have constant change of angle with path distance. The stacking line for the blade elements can be leaned in both the axial and tangential directions. The output of the computer program gives coordinates for fabrication and properties for aeroelastic analysis for planar blade sections. These coordinates and properties are obtained by interpolation across conical blade elements. The program is structured to be coupled with an aerodynamic design program.
The present invention provides a turbulence model that has been developed for blade-element helicopter simulation. This model uses an innovative temporal and geometrical distribution algorithm that preserves the statistical characteristics of the turbulence spectra over the rotor disc, while providing velocity components in real time to each of five blade-element stations along each of four blades. for a total of twenty blade-element stations. The simulator system includes a software implementation of flight dynamics that adheres to the guidelines for turbulence set forth in military specifications. One of the features of the present simulator system is that it applies simulated turbulence to the rotor blades of the helicopter, rather than to its center of gravity. The simulator system accurately models the rotor penetration into a gust field. It includes time correlation between the front and rear of the main rotor, as well as between the side forces felt at the center of gravity and at the tail rotor. It also includes features for added realism, such as patchy turbulence and vertical gusts in to which the rotor disc penetrates. These features are realized by a unique real time implementation of the turbulence filters. The new simulator system uses two arrays one on either side of the main rotor to record the turbulence field and to produce time-correlation from the front to the rear of the rotor disc. The use of Gaussian Interpolation between the two arrays maintains the statistical properties of the turbulence across the rotor disc. The present simulator system and method may be used in future and existing real-time helicopter simulations with minimal increase in computational workload.
The Structural Tailoring of Engine Blades (STAEBL) computer program was developed to perform engine fan blade numerical optimizations. These blade optimizations seek a minimum weight or cost design that satisfies realistic blade design constraints, by tuning one to twenty design variables. The STAEBL system has been generalized to include both fan and compressor blade numerical optimizations. The system analyses have been significantly improved through the inclusion of an efficient plate finite element analysis for blade stress and frequency determinations. Additionally, a finite element based approximate severe foreign object damage (FOD) analysis has been included. The new FOD analysis gives very accurate estimates of the full nonlinear bird ingestion solution. Optimizations of fan and compressor blades have been performed using the system, showing significant cost and weight reductions, while comparing very favorably with refined design validation procedures.
The cooperative effort being carried out under the agreements of the United States-Israel Memorandum of Understanding is discussed. Two different models of the AH-64 Apache Helicopter, which may differ in their approach to modeling the main rotor, are presented. The first model, the Blade Element Model for the Apache (BEMAP), was developed at Ames Research Center, and is the only model of the Apache to employ a direct blade element approach to calculating the coupled flap-lag motion of the blades and the rotor force and moment. The second model was developed at the Technion-Israel Institute of Technology and uses an harmonic approach to analyze the rotor. The approach allows two different levels of approximation, ranging from the 'first harmonic' (similar to a tip-path-plane model) to 'complete high harmonics' (comparable to a blade element approach). The development of the two models is outlined and the two are compared using available flight test data.
Basic theories of rotor aerodynamics are presented and applied to the performance prediction of helicopters. The very simple physicomathematical model of the rotor offered by momentum theory is addressed first, followed by the combined blade-element and momentum theory. Vortex theory is discussed, and a rotor blade is modeled by means of a vortex filament or vorticity surface. Considerations of airfoil sections suitable for rotors are examined. Detailed performance techniques for a single-rotor helicopter in hover, vertical ascent, and forward flight are described, and winged and tandem-rotor helicopter performance calculations are presented as extensions and modifications of single-rotor methodology. Computer data based on the vortex theory are compared with approximate results obtained from the simplified momentum theory and the blade element solution.
The vortex blade-element theory modified to apply to an axial fan working in a duct is reviewed. Thrust and power coefficients for a fan are identified with the corresponding coefficients for airplane propellers. The relation of pressure produced by the fan to the blade-element coefficients is developed. The distribution of axial velocity of fluid through a fan is assumed to be controlled by the fan itself. The radial distribution of tangential velocity imported by the fan to fluid moving through the fan is shown to be independent of the axial-velocity distribution. A nondimensional coefficient, designated the rotation constant, is introduced. This constant is based solely upon design information. The use of the rotation constant in simplifying the design of a fan for a specific operating condition is demonstrated. Based on the use of the rotation constant, a graphical method is outlined by which the performance of a given fan in a given wind tunnel may be predicted and by which the distributions of axial velocity of the fluid through the fan under various operating conditions may be established.
Hover performance data from four key experiments has been analyzed in detail to shed some light on model rotor hover performance at low Reynolds number. Each experiment used the simplest blade geometry. The blades were constant chord and untwisted. Three experiments used blades with the NACA 0012 airfoil from root to tip. The NACA 0015 was used in the earliest test. The four experiments provide data spanning a Reynolds number range of 136,500 to 548,700. The specific objective of this report is to ask and answer two questions: 1. Does blade aspect ratio influence hover performance or is rotor solidity the fundamental rotor geometry parameter for practical engineering purposes? ANSWER: Rotor solidity is the fundamental rotor geometry parameter for practical engineering purposes. Any effect of blade aspect ratio appears to be such a secondary variable that its effect lies within the range of experimental error. 2. Is Reynolds number a significant factor in scaling up hover performance to full-scale rotor performance? The answer is twofold. ANSWER: (a) Reynolds number effects on the increase of power with thrust do not appear to be a significant factor for practical engineering purposes, and (b) Reynolds number effects on minimum profile power at or very near zero rotor thrust could not be clearly established primarily because the low torque levels could not be accurately measured with the test equipment used. This has led to significant data scatter. A number of other observations can be made based on the analysis provided herein. For instance: 1. The test matrices used in the four key references contained far too few data points. A collective pitch variation of four or five data points is insufficient to establish experimental accuracy and data repeatability. 2. A common property of the power-versus-thrust (raised to the 3/2 exponent) graphs was that this curve was linear below the onset of blade stall. 3. The blade-to-blade interference at or near zero thrust may, in fact, be creating a turbulent flow field such that the effective Reynolds number at a blade element is considerably greater than what theories using two-dimensional (2D) airfoil properties at a blade element would calculate. 4. Definitive experiments answering the two key questions have yet to be made.
A model of the spanwise variation of deviation for stator blades is presented. Deviation is defined as the difference between the passage mean flow angle and the metal angle at the outlet of a blade element of an axial compressor stage. The variation of deviation is taken as the difference above or below that predicted by blade element, (i.e., two-dimensional) theory at any spanwise location. The variation of deviation is dependent upon the blade camber, solidity and inlet boundary layer thickness at the hub or tip end-wall, and the blade channel aspect ratio. If these parameters are known or can be calculated, the model provides a reasonable approximation of the spanwise variation of deviation for most compressor middle stage stators operating at subsonic inlet Mach numbers.