Professional Documents
Culture Documents
DOI 10.1515/tjj-2012-0039
1Introduction
Recently, the development need of environmental and
fuel efficient aircrafts has been emphasized as an ecofriendly requirement in response to high oil prices. Aircrafts take up 35% of the worlds carbon dioxide emission amount and the aircraft industry is placed at the top
in the emission amount as a single industry. The amount
of carbon dioxide being discharged in high altitude
atmosphere is larger than that being discharged by every
vehicle on the earth. Accordingly, it is necessary to develop
the next-generation eco-friendly and high fuel efficiency
engine technology to enhance the fuel efficiency and
aerodynamic performance of aircrafts for the purpose of
reducing carbon dioxide emission amount prior to col
lecting and dealing with air pollution substances being
discharged.
Lots of studies for advanced turboprop have been performed. Among the previous studies, Roy H. Lange performed a review of advanced turboprop transport aircraft
in 1986 [1]. F. Farassat et al. investigated advanced turboprop noise prediction based on recent theoretical results
in 1987 [2], and this paper deals with the development of a
high speed propeller noise prediction code at Langley Research Center. J. A. Liser et al. studied aero-acoustic design
of a 6-bladed propeller in 1997 [3], and this paper shows
that the tip Mach number reduction is a very effective way
of reducing noise levels, especially at transonic Mach
number. In 2006, Quentin R. Wald performed a study on
aerodynamics of propellers [4], and this paper treats
theory and design of propellers having minimum induced
loss. In 1992, Takashi Yamane performed a study of aeroelastic tailoring analysis of advanced turboprop composite
blades [5], and this paper proposes an aeroelastic model
34
C.D. Kong and K.S. Lee, Study on Design of High Efficiency and Light Weight Composite Propeller Blade
2Aerodynamic design
There are several design methods to size the aerodynamic
blade configuration parameters such as chord length and
twist angle. This work uses both the vortex theory and the
blade element theory [9, 13] for this purpose. The propeller
blade airfoil configuration is an important factor to determine various performance parameters. In this work, the
HS1 series airfoil is selected for the design purpose. Based
on the regional aircraft system specification to be developed in Korea shown at Figure 1 and Table 1, the propeller
blade design specification is briefly summarized in Table
2. The number of blades is selected as 8 blades based on
previous studies [67].
The blade diameter is determined by the following
formulae [913]:
D=
Vt
N
(1)
Cruising altitude
Cruising speed
Take-off power
Engine
5200 m
511 km/h
2 2229 HP
2 PWC 127F Turboprop
Rotation speed
Inflow velocity
Thrust
Power
Efficiency
980 rpm
142 m/s
10.36 kN
2229 HP
0.89
VF
ND
(2)
Power absorbed by the blade section profile drag is estimated by the following expression:
P00
=
C
2 P
R dd
3VFF
Cll ==00
(3)
C.D. Kong and K.S. Lee, Study on Design of High Efficiency and Light Weight Composite Propeller Blade
-0.4574
+ 0.84
=
V VF (1 + a ) K ( r )
=
VR
A=
(6)
(7)
(2 rN )2 + V 2
(8)
B=1-A
(9)
1.5958 T /
bDVt
4T (r / R)
BRbVr2Cl
(11)
V
2 rN
(12)
= tan -1
(13)
p = 1.50 R tan
Diameter
Number of blades
Blade root chord
Section
r/R
(degree)
Cr (mm)
A-A
B-B
C-C
D-D
E-E
F-F
G-G
H-H
I-I
0.20
0.30
0.40
0.50
0.60
0.70
0.80
0.90
1.00
65
63
59
55
50
46
41
39
35
347
347
348
352
348
338
318
248
53
(10)
Cr =
35
4.07 m
8
0.347 m
dCT 3
=
(1 - a)2 x 3 C y sec 2
dx
4
(14)
dC p 4
=
(1 - a)2 x 4 C x sec 2
dx
4
(15)
a =
=
F
C x / a cos sin
F - C x / a cos sin
b(1 - r / R)
2
cos -1 exp
2 sin T
(16)
(17)
=
C x Cl sin + C d cos
(18)
=
C y Cl cos + C d sin
(19)
bc
D
(20)
T = CT N 2 D 4
(21)
P = CP N 3D5
(22)
CT J
CP
(23)
36
C.D. Kong and K.S. Lee, Study on Design of High Efficiency and Light Weight Composite Propeller Blade
Performance
parameter
Analysis results by
in-house code
Analysis results by
CFD code
J
Efficiency (%)
Thrust (N)
Power (HP)
Ct
Cp
2.12
87.8
11563
2499
0.24
0.57
2.13
89.0
10378
2229.54
0.22
0.54
3Structural design
C.D. Kong and K.S. Lee, Study on Design of High Efficiency and Light Weight Composite Propeller Blade
Load case
Flight condition
Power (HP)
Load case 1
Load case 2
Load case 3
Power (HP)
Cruise
Loiter
Take-off
2499
2229
1148
3983
2229.54
37
Material property
Carbon/
epoxy fabric
prepreg
Polyurethane
foam
140,000
10,000
5,000
0.3
1,500
60.86
59.86
19.18
0.2
2.63
-1,200
1.41
-250
1.41
70
0.71
1.5
0.1197
0.125 12.5
Fig. 5: Bending moment and shear force diagrams for the design
load case 3
and shear force diagrams for the design load case 3. Figure
6 shows the schematic blade sectional view having the
skin-spar-foam sandwich structure. Here the skin endues
the torsion moment, and the spar endures the bending
moment, and the form core improves the dynamic and
static stability.
The proper carbon/epoxy composite fabric prepreg is
selected in consideration of its mechanical property. Table
7 shows the mechanical properties of carbon/epoxy fabric
prepreg and polyurethane foam core to be used.
Preliminary structural design is initially carried out
using the netting rule [14, 15]. According to the netting
rule, the principal load directional thickness of main spar
flange can be sized by the cripple buckling strength. After
initial sizing, the structure is modified using the rule of
mixture that can consider approximately 10% additional
load in off-loading directions at other inclined fiber directional plies [14, 15]. Therefore the initially sized 0 ply
flange thickness by the netting rule is added by 45
and90 plies. In order to reduce the weight as well as to
strengthen both the dynamic stability and the buckling
strength, the sandwich structure with the urethane foam
core is applied. The main spar flange is extended to the
blade tip, and its thickness is gradually decreased along
38
C.D. Kong and K.S. Lee, Study on Design of High Efficiency and Light Weight Composite Propeller Blade
Station
Spar flange
Plies
Station 1 (Root)
Station 2-1
Station 2-2
Station 3-1
Station 3-2
Station 4-1
Station 4-2
[(45,04,90)10]s
[(45,04,90)6,45,03]s
[(45,04,90)4,45]s
[(45,04,90)3,45,0]s
[(45,04,90)2,45,02]s
[(45,04,90)2]s
[45,04,90]s
140
94
60
48
36
28
14
Station
Skin
Plies
Station 1~5-1
Station 5-2 (Tip)
[452,0,90,452]s
[452,0]s
20
10
C.D. Kong and K.S. Lee, Study on Design of High Efficiency and Light Weight Composite Propeller Blade
39
210
80
0.3
1,200
Density (kg/m3)
Bulk modulus (Pa)
Diameter (m)
Length (m)
Mass (kg)
Initial velocity (m/s)
950
2.2e9
0.114
0.228
1.8144
197
40
C.D. Kong and K.S. Lee, Study on Design of High Efficiency and Light Weight Composite Propeller Blade
Analysis results
Test results
79 Hz
126 Hz
85 Hz
135 Hz
C.D. Kong and K.S. Lee, Study on Design of High Efficiency and Light Weight Composite Propeller Blade
41
6Conclusion
Fig. 19: Static strength test loads using 3 point loading method
Item
Analysis
results
Test results
Error [%]
Tip displacement
42 mm
44 mm
-56 S
+221 S
-67 S
+236 S
16.4
6.8
-109 S
+191 S
-129 S
+211 S
18.3
10.5
-273 S
+560 S
-297 S
+583 S
8.8
4.1
4.8
References
[1] R. H. Lange, A Review of Advanced Turboprop Transport
Aircraft, Prog. Aerospace Sci., Vol. 23, 1986, pp. 151166.
[2] F. Farassat, S.L. Padula, M.H. Dunn, Advanced Turboprop
Noise Prediction Based on Recent Theoretical Results, J. of
Sound and Vibration, Vol. 119, No. 1, 1987, pp. 5379.
42
C.D. Kong and K.S. Lee, Study on Design of High Efficiency and Light Weight Composite Propeller Blade
[14] C.D. Kong, H.B. Park, G.S. Lee, W. Choi, A Study on Conceptual
Structural Design for Composite Propeller Blade of Turboprop,
Proceedings of the 2011 KSAS Spring Conference.
[15] C.D. Kong, H.B. Park, K.J. Kang, A Study on Conceptual
Structural Design of Wing for a Small Scale WIG Craft Using
Carbon/Epoxy and Foam Sandwich Composite Structure,
Advanced Composite Materials, 2008, pp. 116.
[16] MSC Software, MSC. NASTRAN 2005 Release Guide, 2005.
[17] J.S. Wilbeck, J.L. Rand, The Development of a Substitute Bird
Model, Journal of Engineering for Power, Vol. 103, October
1981, pp. 725730.
[18] J.S. Wilbeck, J.P. Barber, Bird Impact Loading, The Shock
andVibration Bulletin, Vol. 48, Part 2, September 1978,
pp.115122.
[19] C. Kong, T. Kim, D. Han, Y. Sugiyama, Investigation of Fatigue
Life for a Medium Scale Composite Wind Turbine Blade,
International Journal of Fatigue, Vol. 28, 2006, pp. 13821388.
[20] C. Kong, J. Bang, Y. Sugiyama, Structural Investigation of
Composite Wind Turbine Blade Considering Various Load Cases
and Fatigue Life, Energy, Vol. 30, 2005, pp. 21012114.
[21] C. Kong, H. Park, K. Lee, J. Lee, A Study on Structural Design
and Analysis of Composite Propeller Blade of Turboprop for
High Efficiency and Light Weight, APISAT 2012, Paper No.
0387.