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Research Papers: Gas Turbines: Turbomachinery

Experimental Investigations on Three-Dimensional Blading Optimization for Low-Speed Model Testing

[+] Author and Article Information
Chenkai Zhang

College of Energy and Power Engineering,
Nanjing University of Aeronautics
and Astronautics,
Nanjing 210016, China;
China Academy of Aerospace Aerodynamics,
Beijing 100074, China
e-mail: zckkite2006@126.com

Jun Hu

Jiangsu Province Key Laboratory
of Aerospace Power System,
College of Energy and Power Engineering,
Nanjing University of Aeronautics
and Astronautics,
Nanjing 210016, China;
Co-Innovation Center for Advanced Aero-Engine,
Beijing 100191, China

Zhiqiang Wang, Jun Li

College of Energy and Power Engineering,
Nanjing University of Aeronautics
and Astronautics,
Nanjing 210016, China

1Corresponding author.

Contributed by the Turbomachinery Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received December 17, 2015; final manuscript received June 9, 2016; published online July 27, 2016. Assoc. Editor: Haixin Chen.

J. Eng. Gas Turbines Power 138(12), 122602 (Jul 27, 2016) (12 pages) Paper No: GTP-15-1570; doi: 10.1115/1.4033940 History: Received December 17, 2015; Revised June 09, 2016

Low-speed model testing (LSMT) plays a key role in advanced multistage high-pressure compressor (HPC) design recently, due to this, employing low-speed large-scale compressor to conduct 3D blading design and detailed flow mechanism investigation is convenient and cost-saving. This paper is one portion of a whole LSMT project for the seventh stage of an advanced commercial HPC, and experimental investigations of 3D blading optimizations for LSMT were presented in this paper, consisting of overall performances for the compressor and stage 3 and detailed flowfield measurements including area traverse for rotor 3 inlet, stator 3 inlet and outlet, area traverse inside stator 3 passage, and static pressure on stator 3 blade surface. Compared with the datum compressor, revised rotor 3 is J-type and hub restaggered, and the improved stator 3 possesses characteristics of controlled camber angle, reduced leading blade angle, forward movement of maximum thickness position, and larger bowed-shape. Experimental results show that efficiency is improved by 1%, and total pressure rise for the compressor and the third stage is raised by 1.4% and 10%, respectively, while the stalling mass flow rate is maintained. The effectiveness of improved design methods is confirmed, and it is a guide for further blading design and optimization, furthermore, detailed flowfield measurements reveal the basic flow mechanism of all the improvement methods. Moreover, the results indicate that utilization of cfd code in the optimization procedure is promising, and the reliability and feasibility of cfd code are verified with the detailed experimental results.

Copyright © 2016 by ASME
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References

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Figures

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Fig. 1

Comparisons of distributions of rotor lean (a) and stagger angle (b) for rotor 3 between two compressors

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Fig. 2

Comparisons of datum and optimized stator: (a) leading and trailing blade angle, (b) stator lean and maximum thickness position, and (c) camber angle

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Fig. 3

Three-dimensional plots of the datum (a) and the optimized stage (b) (stage 3)

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Fig. 4

Probes for regular flowfield measurements

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Fig. 5

A meridian plot of the measurement stations

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Fig. 6

Grid distribution for the computational domain

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Fig. 7

Comparison of overall performance for four-stage optimized compressor: (a) pressure ratio and (b) efficiency

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Fig. 8

Comparison of overall performance for datum and optimized compressors: (a) efficiency-flow rate curve and (b) pressure rise-flow rate curve

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Fig. 9

Comparison of pressure rise of stage 3 for datum and optimized compressor

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Fig. 10

Contour plots of Mach number over one vane pitch: (a) stage 3 inlet plane, (b) stage 3 exit plane, and (c) rotor 3 exit plane

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Fig. 11

Normalized total pressure contour of stage 3 exit for datum compressor

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Fig. 12

Normalized total pressure contours for optimized compressor: (a) stage 3 inlet and (b) stage 3 outlet

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Fig. 13

Distributions of pitch-averaged velocity and flow angle for rotor 3 inlet at design point: (a) velocity and (b) flow angle

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Fig. 14

Comparisons of normalized total pressure and axial velocity at rotor 3 exit

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Fig. 15

Comparisons of normalized total pressure and axial velocity at stator 3 exit

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Fig. 16

Relative flow angle at rotor 3 inlet and exit

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Fig. 17

Absolute flow angle at stator 3 inlet and exit

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Fig. 18

Comparisons of spanwise distributions of incidence and deviation angle for rotor 3 and stator 3: (a) rotor and (b) stator

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Fig. 19

Chordwise distributions of pressure coefficient for two stators at different span locations (design point)

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Fig. 20

Comparisons of pressure coefficient distributions for optimized stator at different operating conditions

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Fig. 21

Detailed Mach number contours for cross sections in the optimized stator passage at design point: (a) first three sections and (b) last three sections

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Fig. 22

Detailed Mach number contours for the last three sections in the datum stator passage at design point

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Fig. 23

Contour plots of total pressure loss coefficient for the measuring planes in the optimized stator passage: (a) first three sections and (b) last three sections

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Fig. 24

Contour plots of total pressure loss coefficient for the measuring planes in the datum stator passage: (a) first three sections and (b) last three sections

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Fig. 25

Comparisons of static pressure coefficient contour in stator 3 passage for datum and optimized compressor: (a) datum (40% aixal chord) and (b) optimized (37% axial chord))

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