Gas Turbines: Cycle Innovations

Modeling Contra-Rotating Turbomachinery Components for Engine Performance Simulations: The Geared Turbofan With Contra-Rotating Core Case

[+] Author and Article Information
A. Alexiou, N. Aretakis, A. Tsalavoutas

I. Roumeliotis1

K. Mathioudakis

kmathiou@central.ntua.gr Laboratory of Thermal Turbomachines,  National Technical University of Athens, Athens, 15710 Greece

It should be noted that the NEWAC specified cruise point is based on a different aircraft specification.


Also a Lecturer at the Hellenic Naval Academy, Attiki 18539, Greece.

J. Eng. Gas Turbines Power 134(11), 111701 (Sep 24, 2012) (10 pages) doi:10.1115/1.4007197 History: Received June 25, 2012; Revised July 03, 2012; Published September 24, 2012; Online September 24, 2012

This paper presents a method of modeling contra-rotating turbomachinery components for engine performance simulations. The first step is to generate the performance characteristics of such components. In this study, suitably modified one-dimensional mean line codes are used. The characteristics are then converted to three-dimensional tables (maps). Compared to conventional turbomachinery component maps, the speed ratio between the two shafts is included as an additional map parameter and the torque ratio as an additional table. Dedicated component models are then developed that use these maps to simulate design and off-design operation at the component and engine levels. Using this approach, a performance model of a geared turbofan with a contra-rotating core (CRC) is created. This configuration was investigated in the context of the European program “NEW Aero-Engine Core Concepts” (NEWAC). The core consists of a seven-stage compressor and a two-stage turbine without interstage stators and with successive rotors running in the opposite direction through the introduction of a rotating outer spool. Such a configuration results in a reduced parts count, length, weight, and cost of the entire high pressure (HP) system. Additionally, the core efficiency is improved due to reduced cooling air flow requirements. The model is then coupled to an aircraft performance model and a typical mission is carried out. The results are compared against those of a similar configuration employing a conventional core and identical design point performance. For the given aircraft-mission combination and assuming a 10% engine weight saving when using the CRC arrangement over the conventional one, a total fuel burn reduction of 1.1% is predicted.

Copyright © 2012 by American Society of Mechanical Engineers
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Figure 1

Generic contra-rotating core schematic

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Figure 2

Contra-rotating compressor velocity triangles

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Figure 3

Contra-rotating turbine velocity triangles

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Figure 4

The CR compressor map for different values of the speed ratio

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Figure 5

The CR turbine map for different values of the speed ratio

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Figure 6

The CR compressor pressure ratio-torque ratio variation for different values of the speed ratio

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Figure 7

The CR turbine pressure ratio-torque ratio variation for different values of the speed ratio

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Figure 8

Conventional and CR compressor inheritance structure

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Figure 9

PROOSIS GTCRC schematic diagram and station numbering

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Figure 10

PROOSIS schematic diagram of the GTF core

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Figure 11

Comparison between the model predictions and the NEWAC specifications for the GTCRC

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Figure 12

Comparison between the GTCRC and GTF at off-design conditions

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Figure 13

The SFC-FN variation at cruise

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Figure 14

Effect of the GTCRC engine weight on the FB

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Figure 15

The FB variation of 1% change in design values of selected engine performance parameters



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