Aeroacoustic analysis of aerodynamically optimized joined-blade propeller for future electric aircraft at cruise and take-off

Huang, Zhilin; Yao, Huadong; Sjögren, Oliver; Lundbladh, Anders; Davidson, Lars

doi:10.1016/j.ast.2020.106336

Cited by 13 publications

(15 citation statements)

References 16 publications

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“…The first type was used to simulate the steady-state flow, which included the multiple reference frame (MRF) technique [32] and the actuator disk model [33], also known as the virtual blade model [34]. The other set of methods involved transient flow simulations, that is to state the methods considered the motion of the propeller at each time step, which contained the sliding mesh method (SMM) [28,35] and the overset mesh method (OMM) [36]. The SMM defined the similar computational domains to the MRF, with the difference being that the mesh and propeller rotated at each time step in the former, but were stationary in the latter.…”

Section: Grid Generationmentioning

confidence: 99%

Influence of Aerodynamic Interaction on Performance of Contrarotating Propeller/Wing System

et al. 2022

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This paper gives a quantitative account of the influence of slipstream on the aerodynamic performance of a contrarotating propeller (CRP)/wing system, and compares it with the CRP and clean wing. To accurately evaluate the complex aerodynamic interaction, the unsteady Reynolds-averaged Navier–Stokes approach using the sliding mesh method is performed at a typical freestream velocity of 30 m/s. Four different critical parameters, including the freestream angle of attack (AoA), axial spacing between the front propeller (FP) and rear propeller (RP), number of blades, and rotational speed, are considered in the present work. The results show that the thrust coefficient, power coefficient, and propulsion efficiency of the CRP/wing system change sharply and the difference in amplitude between adjacent waves is large. In particular, the propeller slipstream has a significant impact on the lift–drag performance of the wing in the case of a nonzero AoA. The presence of a wing also increases the efficiency of propulsion due to the recovery of vortices. In the case of a small axial spacing, the thrust coefficient value of the FP is significantly smaller than that of the RP. However, when the axial spacing exceeds a certain value, the opposite relationship is obtained. When the rotational speed increases from 3695 RPM to 8867 RPM, the lift coefficient and drag coefficient of the wing gradually increase.

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Section: Grid Generationmentioning

confidence: 99%

Influence of Aerodynamic Interaction on Performance of Contrarotating Propeller/Wing System

et al. 2022

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“…In order to evaluate the effects of the blade geometry on tip-vortex generation and induced broadband noise, three propellers are designed and then optimized using a optimization platform that is developed based on the genetic algorithm [4]. It is worth noting that this optimization platform is a generic propeller design program, so it is applicable to both conceptual and classical propeller design.…”

Section: Genetic Algorithm-based Optimization Platformmentioning

confidence: 99%

“…For a propeller-driven electric aircraft, the propeller noise becomes relatively dominant in the absence of the primary perceived noise from turbomachinery, combustion chamber and high-speed jet existing in conventional gas turbo engines. Apparently, the mitigation of the radiated noise from propellers is the premise to design quieter electric aircraft [4].…”

Section: Introductionmentioning

confidence: 99%

“…The sources of the loading and thickness noise are formulated from surface pressure fluctuations and surface normal velocity [5,6]. Although a noticeable part of the loading and thickness noise is tonal, another part is broadband noise, the sources of which are flow separation and turbulence near the blade surface [4]. Moreover, tip vortices can also generate tonal noise at specific conditions, for example, blade-vortex interaction (BVI) [7] or gap turbulence and blade interaction [8].…”

Section: Introductionmentioning

confidence: 99%

“…Moreover, tip vortices can also generate tonal noise at specific conditions, for example, blade-vortex interaction (BVI) [7] or gap turbulence and blade interaction [8]. A dual-blade concept, termed Boxprop was proposed by Richard and Lundbladh [9] and has recently been studied in terms of its aerodynamics and noise generation [4]. The dual-blade is designed by joining the tips of two sub-blades.…”

Section: Introductionmentioning

confidence: 99%

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Blade-Tip Vortex Noise Mitigation Traded-Off against Aerodynamic Design for Propellers of Future Electric Aircraft

et al. 2022

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We study noise generation at the blade tips of propellers designed for future electric aircraft propulsion and, furthermore, analyze the interrelationship between noise mitigation and aerodynamics improvement in terms of propeller geometric designs. Classical propellers with three or six blades and a conceptual propeller with three joined dual-blades are compared to understand the effects of blade tip vortices on the noise generation and aerodynamics. The dual blade of the conceptual propeller is constructed by joining the tips of two sub-blades. These propellers are designed to operate under the same freestream flow conditions and similar electric power consumption. The Improved Delayed Detached Eddy Simulation (IDDES) is adopted for the flow simulation to identify high-resolution time-dependent noise sources around the blade tips. The acoustic computations use a time-domain method based on the convective Ffowcs Williams–Hawkings (FW-H) equation. The thrust of the 3-blade conceptual propeller is 4% larger than the 3-blade classical propeller and 8% more than the 6-blade one, given that they have similar efficiencies. Blade tip vortices are found emitting broadband noise. Since the classical and conceptual 3-blade propellers have different geometries, especially at the blade tips, they introduce deviations in the vortex development. However, the differences are small regarding the broadband noise generation. As compared to the 6-blade classical propeller, both 3-blade propellers produce much larger noise. The reason is that the increased number of blades leads to the reduced strength of tip vortices. The findings indicate that the noise mitigation through the modification of the blade design and number can be traded-off by the changed aerodynamic performance.

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Surrogate models for predicting noise emission and aerodynamic performance of propellers

Poggi

Rossetti²,

Bernardini³

et al. 2022

Aerospace Science and Technology

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Aeroacoustic analysis of aerodynamically optimized joined-blade propeller for future electric aircraft at cruise and take-off

Cited by 13 publications

References 16 publications

Influence of Aerodynamic Interaction on Performance of Contrarotating Propeller/Wing System

Influence of Aerodynamic Interaction on Performance of Contrarotating Propeller/Wing System

Blade-Tip Vortex Noise Mitigation Traded-Off against Aerodynamic Design for Propellers of Future Electric Aircraft

Surrogate models for predicting noise emission and aerodynamic performance of propellers

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