Results for “large rotors” — Page 26

NASA NTRS1973

Bucket rotor wind-driven generator

As compared with the ordinary propeller type rotor, the bucket rotor is limited in rotational speed since the tip rotor speed can never exceed the wind speed. However, it does not present the blade fatigue problem that the ordinary rotor has, and it perhaps causes less sight pollution. The deflector vanes also provide a venturi passage to capture greater wind flow. The bucket rotors can be strung together end-to-end up to thousands of feet long to produce large amounts of power.

Chang, H. H.↗

NASA NTRS1979

Supersonic propeller noise in a uniform flow

The reported investigation is concerned with an extension of a theory presented by Hawkings and Lowson (1974). The extension considers also forward flight. Attention is given to the retarded potential solution of the convected wave equation, the Fourier components of acoustic pressure, the zones of relative silence and Doppler amplification, and the asymptotic evaluation of a noise field for a large wave number. The discussed analysis provides the Fourier coefficients of the acoustic signature of a supersonic rotor in a uniform flow. The results are represented by an integral over the blade planform which must be evaluated numerically. The fast Fourier transform can be employed for the Fourier inversion.

Jou, W.-H.↗

NASA NTRS1981

Unbalance response of a two spool gas turbine engine with squeeze film bearings

This paper presents a dynamic analysis of a two-spool gas turbine helicopter engine incorporating intershaft rolling element bearings between the gas generator and power turbine rotors. The analysis includes the nonlinear effects of a squeeze film bearing incorporated on the gas generator rotor. The analysis includes critical speeds and forced response of the system and indicates that substantial dynamic loads may be imposed on the intershaft bearings and main bearing supports with an improperly designed squeeze film bearing. A comparison of theoretical and experimental gas generator rotor response is presented illustrating the nonlinear characteristics of the squeeze film bearing. It was found that large intershaft bearing forces may occur even though the engine is not operating at a resonant condition.

Gunter, E. J.↗

NASA NTRS1988

Euler equation computations for the flow over a hovering helicopter rotor

A numerical solution technique is developed for computing the flow field around an isolated helicopter rotor in hover. The flow is governed by the compressible Euler equations which are integrated using a finite volume approach. The Euler equations are coupled to a free wake model of the rotary wing vortical wake. This wake model is incorporated into the finite volume solver using a prescribed flow, or perturbation, technique which eliminates the numerical diffusion of vorticity due to the artificial viscosity of the scheme. The work is divided into three major parts: (1) comparisons of Euler solutions to experimental data for the flow around isolated wings show good agreement with the surface pressures, but poor agreement with the vortical wake structure; (2) the perturbation method is developed and used to compute the interaction of a streamwise vortex with a semispan wing. The rapid diffusion of the vortex when only the basic Euler solver is used is illustrated, and excellent agreement with experimental section lift coefficients is demonstrated when using the perturbation approach; and (3) the free wake solution technique is described and the coupling of the wake to the Euler solver for an isolated rotor is presented. Comparisons with experimental blade load data for several cases show good agreement, with discrepancies largely attributable to the neglect of viscous effects. The computed wake geometries agree less well with experiment, the primary difference being that too rapid a wake contraction is predicted for all the cases.

Roberts, Thomas Wesley↗

NASA NTRS1991

A superconducting large-angle magnetic suspension

The component technologies were developed required for an advanced control moment gyro (CMG) type of slewing actuator for large payloads. The key component of the CMG is a large-angle magnetic suspension (LAMS). The LAMS combines the functions of the gimbal structure, torque motors, and rotor bearings of a CMG. The LAMS uses a single superconducting source coil and an array of cryoresistive control coils to produce a specific output torque more than an order of magnitude greater than conventional devices. The designed and tested LAMS system is based around an available superconducting solenoid, an array of twelve room-temperature normal control coils, and a multi-input, multi-output control system. The control laws were demonstrated for stabilizing and controlling the LAMS system.

Downer, James↗

DOE OSTI2022

LEAKAGE CHARACTERISTICS OF A STEPPED BALANCE PISTON LABYRINTH SEAL IN SUPERCRITICAL CO2

In an integrally geared compressor, there is a net thrust load on the pinion shaft from gear loads and aerodynamic forces. The net thrust on the pinion is resolved with either a thrust bearing or a thrust collar (rider ring). As the pressure increases, this increases the aerodynamic force proportionally. In highpressure systems this can overwhelm the thrust bearing or thrust collar if thrust is mismanaged. In a recent test program for an sCO2 integrally geared compander (compressor/turbine), a balance piston was created on the opposite end of the turbine to provide an equalizing thrust; while this is not novel, the balance piston provided a test apparatus for measuring the leakage on a 20 tooth stepped labyrinth seal operating at pressures in excess of 250 bar (3600 psi). The stepped balance piston seal is a 20 tooth tooth-onrotor balance piston seal. This type of seal was selected since it was predicted to have substantially less leakage than a comparably sized straight through labyrinth seal. Comparisons between the two designs will be made, showing that the leakage of the stepped balance piston seal is considerably lower. The tooth clearance on the seal was selected to be 30 mils radial. While this seems large, a stack-up tolerance assessment showed that this magnitude of clearance was appropriate to prevent rotor stator contact. During the testing campaign, data was recorded showing the leakage across this stepped balance piston seal at pressures in excess of 250 bar (3600 psi) with a pressure ratio of 2. This leakage data was measured, and will be compared to leakage data predicted with CFD. Two measurement methods are presented for the stepped balance piston seal: an orifice plate and valve. The predicted seal leakage from a straight through seal was four times that of the predicted stepped labyrinth seal. The measured flow from the stepped seal was on the same order as the CFD prediction and offered adequate rotordynamic performance

wilkes, jason↗

NASA NTRS1992

Advanced Technology Blade testing on the XV-15 Tilt Rotor Research Aircraft

The XV-15 Tilt Rotor Research Aircraft has just completed the first series of flight tests with the Advanced Technology Blade (ATB) rotor system. The ATB are designed specifically for flight research and provide the ability to alter blade sweep and tip shape. A number of problems were encountered from first installation through envelope expansion to airplane mode flight that required innovative solutions to establish a suitable flight envelope. Prior to operation, the blade retention hardware had to be requalified to a higher rated centrifugal load, because the blade weight was higher than expected. Early flights in the helicopter mode revealed unacceptably high vibratory control system loads which required a temporary modification of the rotor controls to achieve higher speed flight and conversion to airplane mode. The airspeed in airplane mode was limited, however, because of large static control loads. Furthermore, analyses based on refined ATB blade mass and inertia properties indicated a previously unknown high-speed blade mode instability, also requiring airplane-mode maximum airspeed to be restricted. Most recently, a structural failure of an ATB cuff (root fairing) assembly retention structure required a redesign of the assembly. All problems have been addressed and satisfactory solutions have been found to allow continued productive flight research of the emerging tilt rotor concept.

Wellman, Brent↗

NASA NTRS2003

Comparison of Tone Mode Measurements for a Forward Swept and Baseline Rotor Fan

A forward swept fan, designated the Quite High Speed Fan (QHSF), was tested in the NASA Glenn 9- by 15-foot Low Speed Wind Tunnel to investigate its noise reduction relative to a baseline fan of the same aerodynamic performance. The design objective of the QHSF was a 6 dB reduction in Effective Perceived Noise Level relative to the baseline fan at the takeoff condition. The design noise reduction was to be a result of lower levels of multiple pure tone noise due to the forward swept rotor, and lower rotor/stator interaction tone noise from a leaned stator. Although the design 6 dB reduction was observed in far-field measurements, the induct mode measurements revealed the reasons for goals. All of the noise reduction was from the blade passing tone and its harmonics and most of this was unexpectedly from rotor/strut interaction modes. The reason for large differences in rotor/strut noise sources could not be determined with certainty. The reductions in the multiple pure tone noise for the forward swept rotor were not observed. this reduction were not the ones related to the design

Heidelberg, Laurence J.↗

NASA NTRS2003

Vortex Core Size in the Rotor Near-Wake

Using a kinetic energy conservation approach, a number of simple analytic expressions are derived for estimating the core size of tip vortices in the near-wake of rotors in hover and axial-flow flight. The influence of thrust, induced power losses, advance ratio, and vortex structure on rotor vortex core size is assessed. Experimental data from the literature is compared to the analytical results derived in this paper. In general, three conclusions can be drawn from the work in this paper. First, the greater the rotor thrust, t h e larger the vortex core size in the rotor near-wake. Second, the more efficient a rotor is with respect to induced power losses, the smaller the resulting vortex core size. Third, and lastly, vortex core size initially decreases for low axial-flow advance ratios, but for large advance ratios core size asymptotically increases to a nominal upper limit. Insights gained from this work should enable improved modeling of rotary-wing aerodynamics, as well as provide a framework for improved experimental investigations of rotor a n d advanced propeller wakes.

Young, Larry A.↗

NASA NTRS2018

High-Fidelity Computational Aerodynamics of Multi-Rotor Unmanned Aerial Vehicles

High-fidelity Computational Fluid Dynamics (CFD) simulations have been carried out for several multi-rotor Unmanned Aerial Vehicles (UAVs). Three vehicles have been studied: the classic quadcopter DJI Phantom 3, an unconventional quadcopter specialized for forward flight, the SUI Endurance, and an innovative concept for Urban Air Mobility (UAM), the Elytron 4S UAV. The three-dimensional unsteady Navier-Stokes equations are solved on overset grids using high-order accurate schemes, dual-time stepping, and a hybrid turbulence model. The DJI Phantom 3 is simulated with different rotors and with both a simplified airframe and the real airframe including landing gear and a camera. The effects of weather are studied for the DJI Phantom 3 quadcopter in hover. The SUI En- durance original design is compared in forward flight to a new configuration conceived by the authors, the hybrid configuration, which gives a large improvement in forward thrust. The Elytron 4S UAV is simulated in helicopter mode and in airplane mode. Understanding the complex flows in multi-rotor vehicles will help design quieter, safer, and more efficient future drones and UAM vehicles.

High-Fidelity↗

NASA NTRS1991

Application of an unsteady Navier-Stokes solver to transonic turbine design

This study presents a numerical evaluation of the performance of the first stage of a new-generation turbine design. The numerical method solves the two-dimensional Navier-Stokes equations using a system of patched grids. Three-dimensional effects of stream-tube contraction are also modeled. The study focuses on the effects of axial gap variation on the unsteady rotor-stator interactions and on stage performance. Results are presented for three different axial gaps. The results indicate that the unsteady interactions can be very large in this design. These interactions affect not only the stage efficiency but also substantially alter the time-averaged features of the flow. In particular, for the case of the smallest axial gap, it was found that there was an unsteady shock on the stator suction surface which spanned the gap region and impinged upon the moving rotor airfoils.

Rangwalla, Akil A.↗

NASA NTRS1977

Fan inlet disturbances and their effect on static acoustic data

There is evidence that measurements of fan-rotor inlet noise taken during static test situations are at variance with aircraft engine flight data. In particular, static tests generally yield a significantly higher tone at blade passing frequency than that measured during flight. An experimental program was carried out to investigate this discrepancy. Inlet ground vortices and large-scale inlet turbulence were generated intentionally in an anechoic test chamber. Far-field acoustic measurements and inlet flow field hot film mappings of a fan rotor were then carried out to study the influence of such inlet disturbances at a static test facility. Experimental results indicate that the acoustic effect of such disturbances appears to be less severe for supersonic than for subsonic tip speeds. Further, a reverse flow that occurs on the exterior cowl in static test facilities appears to be an additional prime candidate for creating inlet disturbances and causing variance between flight and static acoustic data.

Bekofske, K. L.↗

NASA NTRS1975

Operational experiences of a commercial helicopter flown in a large metropolitan area

A survey of commercial helicopter-operating experiences was conducted using a helicopter flight recorder in order to provide a basis for extending helicopter design and service-life criteria. These data are representative of 182 flight hours accumulated during 1414 flights comprised of the separate legs of the total route structure employed. The operating experiences are presented in terms of the time spent within different airspeed brackets, within the classifiable flight conditions of climb, en route, and descent, at various rates of climb and descent, and at different rotor rotational speeds. The results indicated that the helicopter spent a majority of the flight time at airspeeds either below 40 knots or above 100 knots. Rates of climb and descent were concentrated at values below 5.1 m/s (1000 ft/min) particularly for higher airspeeds. Normal acceleration experiences were low, both in the total number and peak value realized; however, an extremely large number of pitch angular-velocity experiences were noted. Rotor rotational speeds were normal with no occurrences above the upper red-line limit.

Dicarlo, D. J.↗

NASA NTRS1979

Two-dimensional finite-element analyses of simulated rotor-fragment impacts against rings and beams compared with experiments

Finite element modeling alternatives as well as the utility and limitations of the two dimensional structural response computer code CIVM-JET 4B for predicting the transient, large deflection, elastic plastic, structural responses of two dimensional beam and/or ring structures which are subjected to rigid fragment impact were investigated. The applicability of the CIVM-JET 4B analysis and code for the prediction of steel containment ring response to impact by complex deformable fragments from a trihub burst of a T58 turbine rotor was studied. Dimensional analysis considerations were used in a parametric examination of data from engine rotor burst containment experiments and data from sphere beam impact experiments. The use of the CIVM-JET 4B computer code for making parametric structural response studies on both fragment-containment structure and fragment-deflector structure was illustrated. Modifications to the analysis/computation procedure were developed to alleviate restrictions.

Stagliano, T. R.↗

DOE OSTI2020

How Does Inow Veer Affect the Veer of a Wind-Turbine Wake?

Stably stratified flow conditions often exhibit wind veer, or a change of wind direction with height. When wind turbines experience this veered flow, the resulting wake structure tends to exhibit a stretching into an ellipsoid, rather than a symmetric shape or a curled shape. Observational studies suggest that the magnitude of wake veer is less than the veer of the inflow, whereas large-eddy simulations with actuator disk models and actuator line models suggest a range of relationships between inflow veer and wake veer. Here we present a series of large-eddy simulations with a range of veer shapes, a range of magnitudes of veer, a range of wind speeds, and both rotational directions of the wind-turbine rotor investigating the effect on the wake deflection angle. These results can guide the application of wake steering in stably stratified flow.

17 WIND ENERGY↗

NASA NTRS2015

Investigation of Unsteady Tip Clearance Flow in a Low-Speed One and Half Stage Axial Compressor with LES And PIV

The primary focus of this paper is to investigate how a rotor's unsteady tip clearance flow structure changes in a low speed one and half stage axial compressor when the rotor tip gap size is increased from 0.5 mm (0.49% of rotor tip blade chord, 2% of blade span) to 2.4 mm (2.34% chord, 4% span) at the design condition are investigated. The changes in unsteady tip clearance flow with the 0.62 % tip gap as the flow rate is reduced to near stall condition are also investigated. A Large Eddy Simulation (LES) is applied to calculate the unsteady flow field at these three flow conditions. Detailed Stereoscopic PIV (SPIV) measurements of the current flow fields were also performed at the Johns Hopkins University in a refractive index-matched test facility which renders the compressor blades and casing optically transparent. With this setup, the unsteady velocity field in the entire flow domain, including the flow inside the tip gap, can be measured. Unsteady tip clearance flow fields from LES are compared with the PIV measurements and both LES and PIV results are used to study changes in tip clearance flow structures. The current study shows that the tip clearance vortex is not a single structure as traditionally perceived. The tip clearance vortex is formed by multiple interlaced vorticities. Therefore, the tip clearance vortex is inherently unsteady. The multiple interlaced vortices never roll up to form a single structure. When phased-averaged, the tip clearance vortex appears as a single structure. When flow rate is reduced with the same tip gap, the tip clearance vortex rolls further upstream and the tip clearance vortex moves further radially inward and away from the suction side of the blade. When the tip gap size is increased at the design flow condition, the overall tip clearance vortex becomes stronger and it stays closer to the blade suction side and the vortex core extends all the way to the exit of the blade passage. Measured and calculated unsteady flow fields inside the tip gap agree fairly well. Instantaneous velocity vectors inside the tip gap from both the PIV and LES do show flow separation and reattachment at the entrance of tip gap as some earlier studies suggested. This area at the entrance of tip gap flow (the pressure side of the blade) is confined very close to the rotor tip section. With a small tip gap (0.5mm), the gap flow looks like a simple two-dimensional channel flow with larger velocity near the casing for both flow rates. A small area with a sharp velocity gradient is observed just above the rotor tip. This strong shear layer is turned radially inward when it collides with the incoming flow and forms the core structure of the tip clearance vortex. When tip gap size is increased to 2.4 mm at the design operation, the radial profile of the tip gap flow changes drastically. With the large tip gap, the gap flow looks like a two-dimensional channel flow only near the casing. Near the rotor top section, a bigger region with very large shear and reversed flow is observed.

compressor↗

NASA NTRS2015

Investigation of Unsteady Tip Clearance Flow in a Low-Speed One and Half Stage Axial Compressor with LES And PIV

The primary focus of this paper is to investigate how a rotor's unsteady tip clearance flow structure changes in a low speed one and half stage axial compressor when the rotor tip gap size is increased from 0.5 mm (0.49% of rotor tip blade chord, 2% of blade span) to 2.4 mm (2.34% chord, 4% span) at the design condition are investigated. The changes in unsteady tip clearance flow with the 0.62 % tip gap as the flow rate is reduced to near stall condition are also investigated. A Large Eddy Simulation (LES) is applied to calculate the unsteady flow field at these three flow conditions. Detailed Stereoscopic PIV (SPIV) measurements of the current flow fields were also performed at the Johns Hopkins University in a refractive index-matched test facility which renders the compressor blades and casing optically transparent. With this setup, the unsteady velocity field in the entire flow domain, including the flow inside the tip gap, can be measured. Unsteady tip clearance flow fields from LES are compared with the PIV measurements and both LES and PIV results are used to study changes in tip clearance flow structures. The current study shows that the tip clearance vortex is not a single structure as traditionally perceived. The tip clearance vortex is formed by multiple interlaced vorticities. Therefore, the tip clearance vortex is inherently unsteady. The multiple interlaced vortices never roll up to form a single structure. When phased-averaged, the tip clearance vortex appears as a single structure. When flow rate is reduced with the same tip gap, the tip clearance vortex rolls further upstream and the tip clearance vortex moves further radially inward and away from the suction side of the blade. When the tip gap size is increased at the design flow condition, the overall tip clearance vortex becomes stronger and it stays closer to the blade suction side and the vortex core extends all the way to the exit of the blade passage. Measured and calculated unsteady flow fields inside the tip gap agree fairly well. Instantaneous velocity vectors inside the tip gap from both the PIV and LES do show flow separation and reattachment at the entrance of tip gap as some earlier studies suggested. This area at the entrance of tip gap flow (the pressure side of the blade) is confined very close to the rotor tip section. With a small tip gap (0.5mm), the gap flow looks like a simple two-dimensional channel flow with larger velocity near the casing for both flow rates. A small area with a sharp velocity gradient is observed just above the rotor tip. This strong shear layer is turned radially inward when it collides with the incoming flow and forms the core structure of the tip clearance vortex. When tip gap size is increased to 2.4 mm at the design operation, the radial profile of the tip gap flow changes drastically. With the large tip gap, the gap flow looks like a two-dimensional channel flow only near the casing. Near the rotor top section, a bigger region with very large shear and reversed flow is observed.

unsteady↗

NASA NTRS1977

Analysis of simple 2-D and 3-D metal structures subjected to fragment impact

Theoretical methods were developed for predicting the large-deflection elastic-plastic transient structural responses of metal containment or deflector (C/D) structures to cope with rotor burst fragment impact attack. For two-dimensional C/D structures both, finite element and finite difference analysis methods were employed to analyze structural response produced by either prescribed transient loads or fragment impact. For the latter category, two time-wise step-by-step analysis procedures were devised to predict the structural responses resulting from a succession of fragment impacts: the collision force method (CFM) which utilizes an approximate prediction of the force applied to the attacked structure during fragment impact, and the collision imparted velocity method (CIVM) in which the impact-induced velocity increment acquired by a region of the impacted structure near the impact point is computed. The merits and limitations of these approaches are discussed. For the analysis of 3-d responses of C/D structures, only the CIVM approach was investigated.

Witmer, E. A.↗