-
E-mail
3555146626@qq.com
-
Phone
18965427808
-
Address
Xiamen
Xiamen Yuanhang Machinery Equipment Co., Ltd
ASM Germany WS10-375-420A-L10-VOEST blade sensor
NegotiableUpdate on 02/02
- Model
- Nature of the Manufacturer
- Producers
- Product Category
- Place of Origin
Overview
ASM Germany WS10-375-420A-L10-VOEST blade sensor $r $n propeller blade angle, also known as blade twist angle, refers to the angle between the propeller chord and the propeller rotation plane, which varies with radius and is the most important factor affecting the performance of the propeller. Traditionally, the blade angle value at 70% diameter is used as the nominal value for that blade angle
Product Details
ASM Germany WS10-375-420A-L10-VOEST blade sensor
The propeller of an airplane rotates at high speed under the drive of the engine, generating tension that pulls the airplane forward. This is common sense among people. However, some people believe that the pulling force of the propeller is due to the fact that when the propeller rotates, the blades suck in the air in front and move it towards the back, using the reactive force of the airflow to pull the aircraft forward. This understanding is incorrect. So, how does the propeller of an airplane generate tension? If you observe carefully, you will see that the propeller structure of an airplane is very special. The single blade is a slender and twisted wing shaped blade, and the twist angle of the blade (blade angle) is equivalent to the angle of attack of the airplane wing, but the blade angle is the twist angle that gradually changes from the blade tip parallel to the rotating plane towards the blade root. When the blade rotates at high speed, two forces are generated simultaneously: one is the aerodynamic force pulling the blade forward, and the other is the reactive force generated by the blade twist pushing the air backward. The other force that pulls the airplane is derived from the reaction force generated when the blades twist and push the air backwards. The propeller blades are installed at a right angle to the engine shaft and have a twist angle. When the propeller blades rotate, they suck in the air in front of them and apply a backward pushing force to the sucked in air. At the same time, the airflow also exerts a reactive force on the blades, which is the driving force that pulls the aircraft forward. The aerodynamic force generated by the irregular surface of the blade and the reaction force generated by the blade twist pushing the air backwards occur simultaneously, and the combined force of these two forces is the total aerodynamic force that pulls the aircraft forward for flight[2].
Early aircraft mostly used propellers with fixed blade angles, which had a simple structure but could not adapt to changes in flight speed. modernpropeller aircraftVariable pitch propellers with adjustable blade angles are commonly used, which can adjust the blade angle according to flight needs and improve the efficiency of the propeller. Due to the different circumferential velocities of the propeller root and tip during rotation, in order to maintain good aerodynamic conditions for all parts of the blade, the blade angle of the root is designed to be maximum and gradually decreasing, while the blade angle of the tip is minimized
Turboprop engineThe characteristic of this method is to use propellers to convert most of the available energy in the gas into propulsion power, that is, 85% to 90% of the effective work is transmitted to the propeller to generate tension,turboprop engineThe propulsion efficiency is approximately equal to the effective efficiency of the propeller. Therefore, blade angle is one of the important parameters of turboprop engines. The accuracy of measurement not only directly affectsengine performanceEvaluation of (pulling force, propulsion efficiency, etc.), and it is also a position marker for checking the forward, backward, and reverse propeller of the propeller engine[3].
Zhu Yu provided a detailed introduction to the measurement method of turboprop engine blade angle in the "Measurement Test of Turboprop Engine Blade Angle", including the development and installation of blade angle sensors, as well as the entire wireless transmission process of data telemetry, acquisition and processing in the testing system. The propeller testing system includes a telemetry system and a data acquisition/recording system. The dynamic and static components of the telemetry system were developed by Datatel, a German telemetry company. It is a 40 channel strain and blade angle telemetry system with strong anti-interference ability, good signal quality, high data accuracy, and easy use and maintenance. The airborne data acquisition/recording system is provided by Heim System GmbH in Germany. This onboard data acquisition/recorder is capable of simultaneously recording 40 channel signals and has functions such as remote data transmission and real-time onboard monitoring. The method has been successfully verified on the Yunba aircraft test platform, which provides valuable test data for verifying the propeller air conditioning and operation rules, and has important reference value for future flight tests of propellers, rotors and other high-speed rotating parts
ASM Germany WS10-375-420A-L10-VOEST blade sensor
ASM WS10-750-420T-L10-SB0-D8-SAB2
WS10-500-PMUV-L10-SB0-D8
WS42C-1000-R1K-L35-2MB-2K
WS10SG-1250-420A-L10-SBO-D8
WS19KT-5000-HSSI-8192-M4
WS10ZG-375-420T-L10-M4-M12
WS10SG-1250-420A-L10-M4-M12
ASM WS10-750-420A-L10
Blade sensorASM WHD1-AJM4CABC12P01750
ASM Sensor WS17KT-10000-420T-L10-M4-M12
PCRP32-900-I1-P1A-L02-KAB2M
WS10-1000-420A-L10-M4-M12
ws10-1000-420a-l10-sb0-d8-sab2
WS42-1000-R1K-L35-2 ASM
WS10-1250-10V-L10-M4-D8G，
WS10-500-420A-L10-SB0-M12G
WS10-1000-10-IE24HI-M4-D8G
WS-250-25-IE24LI-SB0-M12G
WS10SG-750-PMU-L10-SB0-D8G
WS10SG-1250-IE24HI-M4-D8G
WS12-2500-10V-M4-D8G
WS12-3000-420T-L10-M4-M12G
WS12-125-ADSI16-L10-SB0-D8G
WS1500-10-M4-D8G，WS12-2000-5-M4-D8G
WS17KT-1250-10V-L10-M4-D8G
WS17KT-10000-420A-L10-M4-D8-SAB2
WS10-100-10V-L10-SB0-D8
WS17KT-15000-420T-L10-M4-D8G
WS17KT-6250-R1K-L10-SB0-D8G
WS19KT-5000-HSSI-L01-M4G
WS19KT-3000-HSSIP-L01-SB0G
WS19KT-8000-HPROF-L01-M4G
WS19KT-10000-HCANOP-L01-M4G
WS19KT-2000-HTL-L01-M4G
WS7.5-10000-10V-L10-M4-D8G
WS7.5-20000-420A-L10-M4-D8G
WS7.5-30000-420T-L10-M4-D8G
WS7.5-40000-PMU-L10-M4-M12G
WS7.5-10000-HCAN-M4G
WS7.5-25000-HPROF-L01-SB0G
The variation of blade angle with flight speed
Maintain the flight altitude and engine status unchanged, conduct acceleration and deceleration level flight tests, and obtainturboprop engineThe relationship between propeller blade angle and speed. As the flight speed increases, the total boost ratio of the engine increases, and the enthalpy drop in the turbine also increases. At the same time, the intake flow rate of the engine increases with the increase of flight speed, resulting in an increase in engine output power. In order to maintain constant engine speed, the blade angle of the engine is increased[3].
The variation of blade angle with flight altitude
Maintain the engine status unchanged and perform a constant speed climbflight testAs the flight altitude increases, the air density decreases rapidly. Although the engine output power decreases, the required torque for the propeller also decreases, and the engine speed still tends to increase. In order to maintain a constant engine speed, the engine blade angle increases with altitude[3].
The variation of blade angle with engine state
When the flight altitude and speed remain constant, as the throttle angle of the engine increases, the fuel consumption of the engine increases, and the output shaft power of the engine also increases. In order to maintain equal speed regulation, the propeller blade angle increases[3].
(1) Through the test, the air adjustment and operation rules of the propeller are accurately mastered, which provides valuable test data for the design and finalization of the propeller;
(2) From the experimental process and results, it can be seen that the quality of the design, processing, and installation of blade angle sensors is a crucial factor in obtaining accurate experimental data
Once the pilot sets the propeller speed, the propeller governor will automatically adjust the blade angle to maintain the selected speed. It is achieved by utilizing changes in oil pressure. Usually, the oil pressure used for pitch variation comes directly fromEngine lubrication systemAfter using the governor, the oil pressure is increased through the oil pump to utilize the oil, and this oil pump and governor are integrated together. Higher pressure can cause the blade angle to change faster. The operating speed of the propeller is regulated by the speed controller. The pilot changes the setting of the governor by adjusting the position of the governor rack through the propeller control lever in the cockpit[1].
in someConstant speed propellerBy using the inherent centrifugal twisting motion of the propeller blades, the pitch change is achieved, which tends to flatten the blades towards lower pitch positions, while the oil pressure acting on the hydraulic piston connected to the propeller blades moves them towards higher pitch positions. Another type of constant speed propeller uses a counterweight connected to the blade stem in the hub. The oil pressure of the governor and the twisting motion of the blades cause the blades to move towards the low pitch position, while the centrifugal force acting on the counterweight moves the counterweight (and blades) towards the high pitch position. In the first scenario mentioned above, the governor oil pressure causes the blades to move towards a higher pitch position; In the second scenario, the governor oil pressure and blade twisting motion cause the blades to move towards a lower pitch position. Therefore, once the governor oil pressure is lost, it will affect each blade in different ways
WS60-15000-IE58LI-L025-M4G
WS-CONN-D8
OT1-10T-R1K020X，WS2.1-2500-R1K-L10-SD4*0，
POT1-10T-R1K
WS10-SG-1000-420A-L10-M4-D8G
WS10SG-1250-420A-L10
WS17KT-3000-420A-L10-M4-WH
WS12-500-ADSI14-L10
WS1.1-1000-10V-L10
WS17KT-2500-420A-L10-M4-WH
WS11-5000-AG626
WS10-1000-420A-L10-SBO-SAB2-D8
WS10-1250-420T-L10-M4-D8G
WS10-750-420A-L10-SB0-D8
WS10-1000-420A-L10-M4
WS10-500-R10K-L10
WS10-500-PMU-L10-M4-D8G
WS10-500-10V-L10
WS10-1250-10V-L10
WS10-1000-420T-L10-SB0-D8G
WS10-375-420A-L10-M4-D8
WS10-375-10V-L10-M4-M12
WS10-750-420A-L10-SB0-M12
WS10-1000-420A-L10-M4HG-D8G
WS10-1000-420A-L10
WS10-1000-420T-L10
WS10-1250-420A-L10-SBO-D8
WS10-375-420A-L10-M4-D8G
WS10-1000-420T-L10-SB0-D8
WS10-100-420A-L10-SB0-D8
WS10-100-10V-L10-SB0-D8
WS42-1000-R1K-L35-1
WS10-1000-420A-L10-SB0-D8
WS10-1250-420A-L10-SB0-D8
WS10-375-420A-L10-SB0-D8G
WS10-1250-10-IE24HI-SAB2
AWS1-345-420A
AWS1-180-420A-D8G
WS10SG-1000-420A-L10-M4-D8G
WS10SG-1000-420A-L10-SBO-D8
WS10SG-750-420A-L10-M4
WS10SG-100-420A-L10-SBO-D8
WS10SG-500-R1K-L10-M4-D8
WS10SG-100-R1K-L10
WS10SG-500-R1K-L10-M4-D8
WS10SG-1000-R1K-L10-EH113
WS10SG-100-420A-L10-SBO-D8
WS12-1000-R10K-L10-SBO-D8-SD4
WS12-500-R10K-L10-SBO-D8-SD4
WS10-500-R1K-L10-SBO-D8G
WS10-750-R1K-L10-SBO-D8
WS12-1500-10V-L10
WS12-2000-10V-L10
WS12-2500-420A-L10
WS12-2000-420T
