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Master Thesis Report Literature Review An illustration of the control volume representing all the different terms in equation 2.6 is shown in figure 2.5 and 2.6. The definition of each terms given in equation 2.6 is presented below: Figure 2.5: LHS terms of Power Balance Equation [2] Figure 2.6: RHS terms of Power Balance Equation [2] • Ps The net propulsor shaft power is defined as the integrated force multiplied by velocity on all moving surface • Pv The net pressure volume power is a volumetric mechanical power provided by the fluid expanding against atmospheric pressure. • Pk The net propulsor mechanical flow rate is the net pressure work and kinetic energy flow rate across the SB. This is to account for power sources whose moving blade is not covered by SB. • W h ̇ The potential energy rate is the power consumption needed to increase the aircraft’s potential energy and become a power source during descent. • E ̇a The wake streamwise kinetic energy deposition rate term is the rate of streamwise kinetic energy being deposited in the flow out of the control volume through the treffez plane (see figure 2.6), also known as the outlet plane of the CV. • E ̇v The wake transverse kinetic energy deposition rate term is the rate of transverse kinetic energy being deposited in the flow out of the control volume through the treffez plane (see figure 2.6). • E ̇p The wake pressure defect work rate is the rate of pressure work done of the fluid crossing the treffez plane at some pressure P different from the ambient P∞. • E ̇w The wave pressure work and kinetic energy outflow rate is the rate of pressure work and kinetic energy deposition crossing the side cylinder. • Φ The viscous dissipation rate is the rate at which the kinetic energy of the flow is converted into heat inside the control volume For a simplified aircraft configuration, the total dissipation comes from the following sources; the jet dissipation Φjet, the wake dissipation Φwake, the fuselage dissipation Φfuselage and the vortex dissipation Φvortex. This is illustrated in figure 2.7. In other more complex cases, the shock dissipation Φshock as well as the inlet duct dissipation Φduct may be included. 7PDF Image | Aerodynamic Design of the NASA Rotor 67 for Non Uniform Inflow
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