INTRODUCTION
The demand for customized small-scale unmanned air YHKLFOHV 8$9 WR H[HFXWH GLIIHUHQW PLVVLRQ SUR¿OHV KDV LQFUHDVHG RYHU WKH \HDUV 6LJQL¿FDQW HIIRUWV DUH XQGHUZD\ WRHQKDQFHWKHÀLJKWHQYHORSHRIVXFK8$92QHRIWKHPLV WKHLQFRUSRUDWLRQRIKRYHUFDSDELOLW\LQ¿[HGZLQJDLUFUDIW GHVLJQV 5HDGHUV PD\ ¿QG WKH DVVRFLDWHG GHYHORSPHQW RI such platforms in Taylor and Thomas Cord (2003), Green and 2K)UDQNHWDO6WRQHHWDO0DTVRRG DQG*R'XULQJKRYHUVORZIRUZDUGÀLJKWSKDVHWKH DLUFUDIW ÀLHV DW KLJK SRZHU ORZ YHORFLW\ ÀLJKW FRQGLWLRQ ZKLFKFRUUHVSRQGVWRORZDGYDQFHUDWLRRIWKHSURSHOOHU )RUWKH¿[HGZLQJIRUZDUGÀLJKWWKHDLUFUDIWÀLHVDWKLJK DGYDQFH UDWLRV ORZ SRZHU DQG KLJK YHORFLW\ 7KH ÀLJKW HQYHORSHRIKRYHUFDSDEOH¿[HGZLQJGHVLJQVFDQJHQHUDOO\ span from zero to substantially high advance ratios. In an
H[SHULPHQW ZLWK OLPLWHG DGYDQFH UDWLR UDQJH IURP WR DQG IUHHVWUHDP YHORFLW\ RI PV:LWNRZVNLet al. DEKDYHREVHUYHGWKDWWKHDHURG\QDPLFEHKDYLRURI WKHDLUFUDIWVLJQL¿FDQWO\FKDQJHVZLWKWKHFKDQJHLQDGYDQFH UDWLR7KLVREVHUYDWLRQKRZHYHULVQRWZHOOIROORZHGE\RWKHU UHVHDUFKHUV 2QO\ YHU\ IHZ VWXGLHV DGHTXDWHO\ DGGUHVV WKH prop-stream effects over the broader range of advance ratios DQGWKXVVXFKWRSLFPD\VWLOOEHFRQVLGHUHGDVDPLVVLQJOLQN LQ OLWHUDWXUH )HZ VWXGLHV 6WRQH HPSKDVL]H RQ WKH LPSRUWDQFHRISURSZLQJLQWHUDFWLRQDW]HURORZWUDQVODWLRQDO YHORFLWLHV ORZ DGYDQFH UDWLR 7KH ZRUN FDUULHG RXW E\ Stone (2002) comprises numerical modeling and is based on superimposition of prop-stream in numerical panel methods.
The prop-stream effects for the small/mini UAV have DQRWKHUSURQRXQFHGLPSOLFDWLRQ)RUDODUJHVFDOHDLUFUDIW WKHSURSHOOHUGLDPHWHUWRZLQJVSDQUDWLRd/b) is relatively VPDOO JHQHUDOO\ UDQJLQJ IURP WR )RU VPDOOPLFUR 8$9VKRZHYHUWKHLWFDQYDU\IURPWRLQGLFDWLQJ that the diameter of the propeller is often comparable to the ZLQJVSDQRIWKH8$9V$VDUHVXOWWKHÀRZRYHUWKHZLQJVIRU
Propeller-induced Effects on the Aerodynamics of a Small
Unmanned Aerial Vehicle
Adnan Maqsood*1, Foong Herng Huei2, Tiauw Hiong Go2 11DWLRQDO8QLYHUVLW\RI6FLHQFHVDQG7HFKQRORJ\±,VODPDEDG±3DNLVWDQ 2Nanyang Technological University – Singapore
Abstract: The present paper has discussed investigations about the propeller slipstream effects on the aerodynamics of a generic unmanned air vehicle platform in the wind tunnel for a broad advance ratio range. The propeller-induced effects IRUVPDOOXQPDQQHGDLUYHKLFOHVDUHPRUHVLJQL¿FDQWO\SURQRXQFHGWKDQJHQHUDODYLDWLRQDLUFUDIWEHFDXVHRIWKHLUKLJK propeller-diameter-to-wing-span-ratio. The stall angle of attack of the small unmanned air vehicle is generally delayed under slipstream effects. The study evaluated the shift in stall angle of attack as a function of propeller-diameter-to-wing-span and advance ratios of the propeller. The aerodynamics of the unmanned air vehicle platform is estimated through wind-tunnel experiments. The study reported in this paper is part of an effort to develop the framework for the analysis RISURSHOOHUZLQJLQWHUDFWLRQIRUVPDOOPLFURXQPDQQHGDLUYHKLFOHVDWDQHDUO\GHVLJQVWDJH6SHFL¿FDOO\WKHVOLSVWUHDP effects on the aerodynamics of a generic small unmanned air vehicle are studied in the wind tunnel for the shift in the aircraft stall angle of attack. The lift-curve slope of the aircraft is independent from the variation of advance ratio. The VWDOOFKDUDFWHULVWLFVVKRZVWURQJGHSHQGHQFHRQWKHDGYDQFHUDWLR7KHUHIRUHWKHUHODWLRQVKLSLVPRGHOHGDFFXUDWHO\ using inverse-quadratic relationship. This empirical trend of the stall behavior with advance ratio can be useful in the DQDO\VLVDQGVLPXODWLRQRIWKHUHVXOWLQJÀLJKWDQGHVWLPDWLRQRISHUIRUPDQFHHQYHORSHV
Keywords:8QPDQQHGDLUYHKLFOH3URSHOOHULQWHUDFWLRQ3RZHUHGWHVWLQJ:LQGWXQQHOWHVWLQJ
5HFHLYHG $FFHSWHG
DXWKRUIRUFRUUHVSRQGHQFHDGQDQ#UFPVQXVWHGXSN
VXFKYHKLFOHVLVKHDYLO\LQÀXHQFHGE\WKHSURSHOOHULQGXFHG ÀRZV&OHDUO\IRUKLJKHUd/bYDOXHVWKHSRZHUHIIHFWLVPRUH VLJQL¿FDQWWRWKHRYHUDOODHURG\QDPLFEHKDYLRURIWKHDLUFUDIW 2QHRIWKHLPSRUWDQWDHURG\QDPLFEHKDYLRUFKDQJHVZLWK SRZHUHIIHFWVLVRQWKHOLIWFKDUDFWHULVWLFVZLWKWKHDQJOHRI DWWDFN:LWNRZVNLet al.DREVHUYHGWKHOLIWFXUYHVORSH decreases as the advance ratio of the propeller increased. The SHUFHQWDJHGHFUHDVHRIWKHOLIWVORSHLVGRFXPHQWHGDV IRUDGYDQFHUDWLRRIDQGd/b in the range of 0.16 to 0.3. 7KHSRZHUHIIHFWVRQWKHVWDOOFKDUDFWHULVWLFVDUHDOVRIRXQGWR EHVLJQL¿FDQW5DOVWRQDQG+XOWEHUJUHSRUWHGWKDWIRUD JHQHUDODYLDWLRQDLUFUDIWWKHVWDOODQJOHLVVLJQL¿FDQWO\GHOD\HG diminished as the advance ratio of the propeller is decreased KLJKSRZHUORZVSHHGÀLJKW1XOOet al.DOVRREVHUYHG WKHFKDQJHLQWKHVWDOODQJOHRIWKHDLUFUDIWZLWKWKDWLQDGYDQFH UDWLREXWGLGQRWTXDQWLI\WKHSKHQRPHQRQLQWKHLUH[SHULPHQWDO LQYHVWLJDWLRQV,WVHHPVWKDWDTXDQWL¿FDWLRQRISRZHUHIIHFWVRQ VWDOODQJOHRIDWWDFNLVQHFHVVDU\IRUÀLJKWG\QDPLFVLPXODWLRQV as part of the aircraft design and development.
The study reported in this paper is part of an effort to GHYHORS WKH IUDPHZRUN IRU WKH DQDO\VLV RI SURSHOOHUZLQJ interaction for small/micro UAVs at an early design stage. 6SHFL¿FDOO\WKHVOLSVWUHDPHIIHFWVRQWKHDHURG\QDPLFVRID KRYHUFDSDEOHJHQHULFVPDOO8$9DUHVWXGLHGLQWKHZLQG tunnel for a broad advance ratio range. The propeller effects RQWKHOLIWFXUYHVORSHDQGVWDOODQJOHRIDWWDFNSDWWHUQDUHDOVR VWXGLHG7KHSUHVHQWZRUNDOVRSURYLGHVGLUHFWLRQVIRUIXUWKHU investigations involving various design parameters.
EXPERIMENTAL SETUP AND TESTING
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GHVLJQHGIRUDFKLHYLQJORZWXUEXOHQFHLQWHQVLWLHV,WLVUDWHGDW DPD[LPXPRIWXUEXOHQFHOHYHOLQD[LDOGLUHFWLRQ7KHWHVW VHFWLRQXVHGZDVPORQJZLWKDUHFWDQJXODUFURVVVHFWLRQDO DUHDRIE\P7KHPRGHOZDVPRXQWHGLQVLGHWKH ZLQGWXQQHOZLWKDVWLQJVXSSRUW$VL[FRPSRQHQWLQWHUQDO EDODQFHZDVXVHGWRPHDVXUHOLIWGUDJDQGSLWFKLQJPRPHQWV 7KHGDWDDUHUHFRUGHGIRUVHFRQGVIRUHDFKVFHQDULRZLWK DVDPSOLQJUDWHRI+]7KHUHIRUHHDFKGDWXPLVDWLPH DYHUDJHGYDOXHWDNHQRYHUVDPSOHVDSSUR[LPDWHO\ 7KHDHURG\QDPLFFRHI¿FLHQWVSUHVHQWHGLQWKLVZRUNKDYH DOO EHHQ FRUUHFWHG IRU ZLQGWXQQHO EORFNDJH HIIHFWV VROLG EORFNDJHZDNHEORFNDJHDQGVWUHDPOLQHFXUYDWXUHDFFRUGLQJ WR WKH WHFKQLTXHV SUHVHQWHG E\ %DUORZet al. (1999). The PDJQLWXGHRIWKHEORFNDJHHIIHFWVLQFUHDVHVZLWKWKHLQFUHDVH LQWKHDQJOHRIDWWDFN7KHPDJQLWXGHRIEORFNDJHFRUUHFWLRQV IRUPRVWRIWKHVFHQDULRVLVIRXQGWREHOHVVWKDQ
7KHSURSHOOHUXVHGLQWKHH[SHULPHQWZDVD³[ƎWKLQ WZREODGHG SURSHOOHU GULYHQ E\ D EUXVKOHVV $;, electric motor through the Tahmazo® 3UR & 0D[ 6 electronic speed controller (ESC). The control signal from DSHUVRQDOFRPSXWHU3&WRWKH(6&ZDVVHQWWKURXJKWKH Pololu®6HULDO6HUYR&RQWUROOHULQWHUIDFH7KHFRQWUROVLJQDO
IURPWKH3&FDQYDU\IURPWRELWV7KHUHYROXWLRQUDWH RIWKHSURSHOOHUZDVFDOLEUDWHGDJDLQVWWKHFRQWUROVLJQDO7R SRZHU WKLV VHWXS D *: ,QVWHN 36+ $ JURXQGEDVHG GLUHFWFXUUHQW'&VRXUFHZDVXVHG7KHPD[LPXPSRZHU VXSSOLHGWRWKHPRWRUZDV:9$DWDQ\LQVWDQW during testing. The schematic of the propulsion system setup IRUWKHH[SHULPHQWLVVKRZQLQ)LJ
pitch propeller, the advance ratio is the primary entity to describe the relationship. The advance ratio (J) of the propeller
LV GH¿QHG DV WKH UDWLR EHWZHHQ WKH GLVWDQFH WKH SURSHOOHU DGYDQFHVIRUZDUGGXULQJRQHUHYROXWLRQDQGWKHGLDPHWHURI WKHSURSHOOHU0DWKHPDWLFDOO\LWFDQEHH[SUHVVHGDVLQ(T
J
N D
V #
= 3
(1)
ZKHUH
V
: is the true airspeed of the aircraft in m/s,
N: is the number of revolutions per second of the propeller,
and
D: is the diameter of the propeller.
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WKURWWOHVHWWLQJDQGVHYHUDOYHORFLWLHVUDQJHGIURPWR PV*HQHUDOO\WKHDLUFUDIWÀLHVDWORZHUWKURWWOHVHWWLQJV EXWWKHSUHVHQWHGVHULHVRIWHVWVZHUHFRQGXFWHGDWPD[LPXP throttle setting to delineate the maximum effects of propeller-LQGXFHGÀRZV7KHUHODWLRQVKLSEHWZHHQWKHDGYDQFHUDWLR RI¿[HGSLWFKSURSHOOHUDQGIUHHVWUHDPYHORFLW\LVRIOLQHDU behavior (Ralston and Hultberg, 2010), and this is also REYLRXVIURP(T
7KHXQSRZHUHGOLIWFRHI¿FLHQWLVSORWWHGDJDLQVWWKHDQJOH RIDWWDFNIRUYDULRXV5H\QROGVQXPEHUVLQ)LJ,WFDQEH observed that the lift-curve slope is practically independent RI5H\QROGVQXPEHU0RUHRYHUWKHVWDOODQJOHRIDWWDFNLV constant across the complete Reynolds number variation from )LJXUH6FKHPDWLFRIWKHSURSXOVLRQV\VWHPDQGLWVFRQWUROOHU
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ic
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nt
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L
if
t
Angle of Attack, degrees 0
0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1
0 2 4 6 8 10 12
Re = 0.05 Million Re = 0.08 Re = 0.113 Re = 0.128 Re = 0.147 Re =0.156 Re = 0.166
WRPLOOLRQ,WFDQEHLQIHUUHGWKDWWKHYHORFLW\YDULDWLRQ
by itself is small enough to introduce any effect of Reynolds number on lift curve slope and stall angle of the aircraft.
7KHQWKHPDSSLQJRIWKUXVWDJDLQVWWKHDGYDQFHUDWLRZDV FDUULHGRXWDQGWKHUHVXOWLVVKRZQLQ)LJ,WFDQEHVHHQ
that the static thrust of the aircraft is approximately 4 N. As the advance ratio is varied, the thrust eventually becomes negative. This means that such high advance ratios can only
EHPDLQWDLQHGGXULQJGLYHDQGQRWLQVXVWDLQHGÀLJKW2YHUDOO WKHWKUXVWYDULHVZLWKWKHDGYDQFHUDWLRLQDSDUDEROLFIDVKLRQ
ZKLFKLVLQFORVHDJUHHPHQWWR1XOOet al.7KHSXUSRVH
RIWKLVPDSSLQJZDVWRHYDOXDWHWKHG\QDPLFWKUXVWGDWDDVD IXQFWLRQRIDGYDQFHUDWLRDQGDQJOHRIDWWDFN,QRUGHUWRJHW WUXHDHURG\QDPLFFRHI¿FLHQWVWKHG\QDPLFWKUXVWYDOXHVQHHG WREHVXEWUDFWHGIURPOLIWDQGGUDJGDWDDVVKRZQLQ(T
It should be noted that Dprop is negative and represents the propeller thrust.
L L L
D D D
aero total prop
aero total prop
=
-= + (2)
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RESULTS AND DISCUSSION
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aerodynamic characteristics on both sides of the fuselage
ZLOOGLIIHUVOLJKWO\7KHWUHQGIRUWKHFRHI¿FLHQWRIOLIWDFURVV DQJOHVRIDWWDFNDQGYDULRXVDGYDQFHUDWLRVLVSORWWHGLQ)LJ
7KHFRHI¿FLHQWRIOLIWCLYDULDWLRQDW]HURDQJOHRIDWWDFNIRU
YDULRXVDGYDQFHUDWLRVZDVVHHQ6SHFL¿FDOO\CL varies from
IRUXQSRZHUHGFDVHWRIRUKLJKDGYDQFHUDWLR7KH ]HUROLIWDQJOHRIDWWDFNEHFRPHVQHJDWLYHZLWKWKHLQFUHDVH LQ DGYDQFH UDWLR 7KLV REVHUYDWLRQ LV FRQVLVWHQW ZLWK WKH
LQYHVWLJDWLRQVFDUULHGRXWE\:LWNRZVNLet al.D7KHOLIW
FXUYHVORSHVHHPVWRIROORZOLQHDUWHQGHQF\IRUDGYDQFHUDWLR YDU\LQJIURPWR7KHGHFUHDVHLQOLIWFXUYHVORSH ZDVREVHUYHGZLWKWKHLQFUHDVHLQDGYDQFHUDWLR+RZHYHU WKHYDULDWLRQZDVYHU\VPDOOOHVVWKDQDQGWKXVFDQEH
QHJOHFWHGIRUVLPSOL¿FDWLRQ:LWNRZVNLet al.DKDYH
REVHUYHGDGHFUHDVHLQOLIWFXUYHVORSHRIZLWKWKHLQFUHDVH
in advance ratio. The investigations by Null et al.VKRZ
WKDWWKHYDULDWLRQRIOLIWVORSHGLPLQLVKHVEHWZHHQSRZHUHG DQGXQSRZHUHGFDVHVDVWKHFDPEHULVLQFUHDVHG7KHDLUIRLO XVHGLQWKLVH[SHULPHQWLVQRWFDPEHUHGEXWKDVDWKLFNQHVV WRFKRUGUDWLRRI7KHVPDOOGLIIHUHQFHLQWKHOLIWFXUYH
slope variation in the current experiment might be caused by
WKHWKLFNQHVVRIWKHDLUIRLODQGQRWE\WKHFDPEHU+RZHYHU FRQ¿UPDWLRQRQWKLVIDFWVWLOOQHHGVIXUWKHULQYHVWLJDWLRQV7KH
FRHI¿FLHQWRIOLIWCLLVVKRZQXSWRDDQJOHRIDWWDFN
)LJLQRUGHUWKDWWKHCL behavior can be observed clearly
DQGWKHVWDOOSDWWHUQZLOOEHGLVFXVVHGVHSDUDWHO\
7KH SRZHULQGXFHG ÀRZ DIIHFWV VLJQL¿FDQWO\ WKH VWDOO DQJOHRIDWWDFNZKLFKLVJHQHUDOO\GLIIHUHQWIRUERWKZLQJV 7KHZLQJIDFLQJXSZDUGPRYLQJEODGHVWDOOVVOLJKWO\HDUOLHU ZKHUHDVWKHGRZQZDUGPRYLQJEODGHVLGHH[SHULHQFHVOLJKWO\ GHOD\HGVWDOO2YHUDOOWKHVWDOODQJOHRIDWWDFNZLOOEHGHOD\HG RQERWKVLGHVUHODWLYHWRXQSRZHUHGFDVHEHFDXVHWKHSURS VWUHDPHQHUJL]HVWKHÀRZDURXQGWKHDIIHFWHGSDUWRIWKHZLQJ 7KHVWDOODQJOHRIDWWDFNRYHUKHUHLVWDNHQDVDFXPXODWLYH HIIHFWDQGUHFRUGHGDJDLQVWWKH¿UVWGLSLQWKHFRHI¿FLHQWRIOLIW FXUYH7KHWUHQGIRUVWDOODQJOHRIDWWDFNIRUVHYHUDODGYDQFH UDWLRVLVVKRZQLQ)LJ
Coe
ffi
ci
en
t
of
L
ift
Angle of Attack, degrees 0
0,2 0,4 0,6 0,8 1 1,2 1,4
0 2 4 6 8 10 12 14
J = 0.39 J = 0.56 J = 0.63 J = 0.73 J = 0.78 J = 0.82 Unpowered
,WLVUHPDUNDEOHWKDWWKHVWDOODQJOHRIDWWDFNLQSRZHUHG VFHQDULRVFDQEHH[SUHVVHGLQLQYHUVHTXDGUDWLFUHODWLRQVKLS ZLWKDGYDQFHUDWLR(TXDWLRQVKRZVWKHJHQHULFSRZHUODZ PRGHOXVHGWR¿WWKHVWDOODQJOHRIDWWDFNEHKDYLRUZLWKUHVSHFW to advance ratio:
,p J
a , stall 2 stall up
a = +a (3)
ZKHUHIRURXUFDVH ,p
stall
a VWDOODQJOHRIDWWDFNIRUSRZHUHGFDVH
,up stall
a VWDOODQJOHRIDWWDFNIRUXQSRZHUHGFDVH
a astall,up = 9.6 and a(.): in degrees.
7KHFRHI¿FLHQWRIGHWHUPLQDWLRQR2YDOXHRIWKHSRZHU
ODZ¿WLVZKLFKHQVXUHVLWVDGHTXDF\)RUKLJKd/b
YDOXHVZKHUHPRVWDUHDRIWKHZLQJLVXQGHUSURSVWUHDP this relationship governs the overall shift in the stall behavior VSHFL¿FWRWKHFXUUHQWVFHQDULR)RUORZDGYDQFHUDWLRVWKH SURSVWUHDPZLOOQRWOHWWKHDLUFUDIWVWDOOHYHQDWYHU\KLJK DQJOHVRIDWWDFNVLQFHWKHKLJKHQHUJ\LVLPSDUWHGWRORZHQHUJ\ ÀRZ¿HOG+RZHYHUDVWKHDGYDQFHUDWLRLVLQFUHDVHGWKH VWDOODQJOHZLOODSSURDFKWKHXQSRZHUHGZLQGPLOOFDVH7KH GLIIHUHQFHEHWZHHQWKHVHWWOLQJVWDOODQJOHRIDWWDFNIURPWKH TXDGUDWLF¿WDQGH[SHULPHQWDOGDWDLVZKLFKLVQHJOLJLEOH for practical purposes.
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CONCLUSIONS
3URSHOOHULQGXFHGÀRZ¿HOGKDVDVLJQL¿FDQWLPSDFWRQWKH aerodynamic characteristics of small UAV/micro air vehicle 0$9VSHFL¿FDOO\IRUKLJKd/b values. The effects are more
SURQRXQFHGDVWKHDGYDQFHUDWLRLVGHFUHDVHGKLJKSRZHU
ÀLJKW7KHSRZHUHGWHVWVKRZVIXQFWLRQDOLQGHSHQGHQFHRIWKH PDJQLWXGHRIOLIWFXUYHVORSHDJDLQVWDGYDQFHUDWLRV+RZHYHU VWDOO DQJOH RI DWWDFN KDV D VWURQJ IXQFWLRQDO GHSHQGHQFH against the advance ratio, and such dependence can be PRGHOHGDFFXUDWHO\XVLQJLQYHUVHTXDGUDWLFUHODWLRQVKLS7KLV HPSLULFDOWUHQGRIWKHVWDOOEHKDYLRUZLWKDGYDQFHUDWLRPLJKW EHXVHIXOLQWKHDQDO\VLVDQGVLPXODWLRQRIWKHUHVXOWLQJÀLJKW 0RUHRYHUWKHVWXG\LQGLFDWHVWKHQHHGIRUDXQL¿HGWKHRU\RQ
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can be very useful during early aircraft design stage.
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