CN
C.H. Nieuwboer
info
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2 records found
1
Interest in open-rotor propeller engines has resurged due to their potential for higher efficiency, enabled by advances in technology that allow for larger Bypass Ratio (BPR) propellers. Open-rotor propeller engines are however characterised by a tangential velocity component in the propeller slipstream, called swirl, which is a form of loss. Swirl Recovery Vanes (SRVs) can partially recover this loss by converting the swirl velocity component into a small amount of additional thrust. This thesis aims to determine the most effective SRV position for total propulsive efficiency, using a lower-order aerodynamic analysis tool. Several different axial and radial SRV positions are analysed, which all show improvements in the overall propulsive efficiency. A single strategically placed vane directly behind the propeller performed the best, even outperforming a configuration with multiple vanes.
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Interest in open-rotor propeller engines has resurged due to their potential for higher efficiency, enabled by advances in technology that allow for larger Bypass Ratio (BPR) propellers. Open-rotor propeller engines are however characterised by a tangential velocity component in the propeller slipstream, called swirl, which is a form of loss. Swirl Recovery Vanes (SRVs) can partially recover this loss by converting the swirl velocity component into a small amount of additional thrust. This thesis aims to determine the most effective SRV position for total propulsive efficiency, using a lower-order aerodynamic analysis tool. Several different axial and radial SRV positions are analysed, which all show improvements in the overall propulsive efficiency. A single strategically placed vane directly behind the propeller performed the best, even outperforming a configuration with multiple vanes.
Bachelor thesis
(2022)
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C.H. Nieuwboer, M. Snoodijk, N. Prins, T. van Lith, Easwaar Easwaar Alagesen, L.L. Krieg, N. van Mierlo, M.S.B. Ali, W.L. Kruidenier, L.T. Lima Pereira, R.N.H.W. van Gent
As climate change becomes more and more apparent, it is necessary to find sustainable methods for future aviation. The battery industry is rapidly developing, allowing for batteries with more power density which make more electric aviation possible. As the average aerobatic flight is only 30-40 minutes, it is the perfect category to test these new electric methods. By using this information, the following mission need and project statement can be formulated.
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As climate change becomes more and more apparent, it is necessary to find sustainable methods for future aviation. The battery industry is rapidly developing, allowing for batteries with more power density which make more electric aviation possible. As the average aerobatic flight is only 30-40 minutes, it is the perfect category to test these new electric methods. By using this information, the following mission need and project statement can be formulated.