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TECHNICAL PAPERS: Gas Turbines: Heat Transfer

A Novel Cooling Method for Turbine Rotor-Stator Rim Cavities Affected by Mainstream Ingress

[+] Author and Article Information
Y. Okita, M. Nishiura, S. Yamawaki, Y. Hironaka

Aero-Engine and Space Operations,  Ishikawajima-Harima Heavy Industries (IHI), Tokyo, Japan

J. Eng. Gas Turbines Power 127(4), 798-806 (Mar 01, 2004) (9 pages) doi:10.1115/1.1925647 History: Received October 01, 2003; Revised March 01, 2004

A combined experimental and numerical study of interaction between cooling flow and mainstream gas flow in a turbine rotor-stator rim cavity is reported. Particular emphasis is put on the flow phenomena in a rim cavity downstream of rotor blades. The experiments are conducted on a rig simulating an engine HP-turbine in which cooling effectiveness distributions as well as velocities, turbulence quantities, pressure, and temperature profiles are measured. Numerical calculation, especially at a full 3D, unsteady solution level, can lead to satisfactory predictions in fluid and mass transfer inside the cavity. Both experimental and numerical results indicate that large turbulence stresses near the rotor disk intensify turbulent diffusion across the cavity and consequently axial distribution of the cooling effectiveness inside the cavity becomes uniform. In order to obtain an adequate distribution of cooling effectiveness across the rim cavity and to suppress the turbulence level near the rotor surface for more efficient cooling, a novel cooling method is developed using numerical simulation. The disk-front and -rear cavities are then redesigned according to the new cooling strategy and integrated in the test rig. Experimental results verify a significant advance in cooling performance with the new method.

Copyright © 2005 by American Society of Mechanical Engineers
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References

Figures

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Figure 9

Measured cooling effectiveness distributions in the rear-cavity at r*=0.911 for Cw=3650 and Cw=20000

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Figure 10

Comparison of measured and calculated cooling effectiveness in the rear-cavity for Cw=3600 at r*=0.911

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Figure 11

Contours of calculated instantaneous cooling effectiveness in the seal region for Cw=3600 in two meridional planes (a) strut pitch=0; (b) strut pitch=0.5

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Figure 12

Calculated instantaneous velocity vector plots in the seal region for Cw=3600 in two meridional planes (a) strut pitch=0; (b) strut pitch=0.5

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Figure 13

Schematic of the new cooling method applied to the rear cavity

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Figure 14

Computed cooling effectiveness in the rear cavity with (a) base (b) new cooling method for Cw=1020

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Figure 15

Comparison of measured cooling effectiveness in the rear-cavity at r*=0.911

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Figure 16

Comparison of measured cooling effectiveness in the front-cavity at r*=0.929

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Figure 17

Computed cooling effectiveness in the rear cavity with larger radial clearance (src,g∕b=0.02) for Cw=1020

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Figure 18

Comparison of measured tangential velocity in the rear-cavity at r*=0.911

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Figure 19

Comparison of measured radial velocity in the rear-cavity at r*=0.911

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Figure 20

Comparison of measured Reynolds stress in the rear-cavity at r*=0.911 (upper: v2¯; lower: w2¯)

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Figure 6

Radial velocity distributions in the rear-cavity at r*=0.911 for Cw=3600 and Cw=19460

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Figure 7

Reynolds stress distributions in the rear-cavity at r*=0.911 for Cw=3600 and Cw=19460

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Figure 8

Comparison of measured Reynolds stress distributions in the rear-cavity with and without the static bolt heads at r*=0.911 for Cw=19460

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Figure 1

Schematic of the turbine test

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Figure 2

Detail of the rear-cavity seal geometry

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Figure 3

Computational domain of the unsteady simulation and mesh in the interaction region

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Figure 4

Measured circumferential distribution of pressure downstream of the blade for Cw=3650

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Figure 5

Tangential velocity distributions in the rear-cavity at r*=0.911 for Cw=3600 and Cw=19460

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