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Research Papers: Gas Turbines: Aircraft Engine

Full Three-Dimensional Rotor/Stator Interaction Simulations in Aircraft Engines With Time-Dependent Angular Speed

[+] Author and Article Information
Alain Batailly

Assistant Professor
Département de Génie Mécanique,
École Polytechnique de Montréal,
Montréal, QC H3C 3A7, Canada

Mathias Legrand

Assistant Professor
Department of Mechanical Engineering,
McGill University,
Montréal, QC H3A 0C3, Canada

Christophe Pierre

Professor
Vice President for Academics Affairs,
University of Illinois at Urbana-Champaign,
Urbana, IL 61801

Contributed by the Aircraft Engine Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received July 14, 2016; final manuscript received July 14, 2016; published online October 11, 2016. Editor: David Wisler.

J. Eng. Gas Turbines Power 139(3), 031202 (Oct 11, 2016) (7 pages) Paper No: GTP-16-1337; doi: 10.1115/1.4034503 History: Received July 14, 2016; Revised July 14, 2016

Modern aircraft engine designs feature reduced clearances that may initiate structural contacts between rotating and static components. A numerical strategy dedicated to the simulation of such interactions is here enriched in order to account for time-dependent angular speeds. This contribution first details the evolution of the numerical strategy before validating the developments by comparing numerical results with experimental observations made on an industrial test bench. Further, numerical investigations allow to assess the sensitivity of the numerical results to acceleration and deceleration rates. The results, obtained with and without abradable coating, underline the fundamental nonlinear nature of the analyzed system. It is found that the lower acceleration rates favor the arisal of interaction phenomena, and that the amplitudes of vibration at a given angular speed are generally lower when the blade decelerates.

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References

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Figures

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Fig. 1

Low-pressure compressor blade and its deformation along modes 1B and 1T (boundary nodes for contact management •)

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Fig. 2

Evolution of the angular speed for the test simulation

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Fig. 3

Radial displacement of the blade leading edge: (a) full time history and (b) zoom

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Fig. 4

Radial contact force on the blade leading edge: (a) full time history and (b) zoom

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Fig. 5

Angular speed of the blade during the interaction [2]

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Fig. 6

Blade/casing distances: at the leading edge (——) and at the trailing edge ()

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Fig. 7

Time history of the wear pattern (casing distortion is pictured in - - - -): (a) leading edge and (b) trailing edge

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Fig. 8

Evolution of Ω(t) for different interaction scenarios

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Fig. 9

Simulations without abradable coating, Ω∈[ΩL;ΩH,1], the casing features two privileged contact areas: (a) acceleration and (b) deceleration

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Fig. 10

Simulations without abradable coating, Ω∈[ΩL;ΩH,2], the casing features two privileged contact areas: (a) acceleration and (b) deceleration

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Fig. 11

Simulations with abradable coating, Ω∈[ΩL;ΩH,1], the casing features two privileged contact areas: (a) acceleration and (b) deceleration

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Fig. 12

Simulations with abradable coating, Ω∈[ΩL;ΩH,1], the casing features three privileged contact areas: (a) acceleration and (b) deceleration

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Fig. 13

Simulation of a sudden acceleration of the blade from ΩL to ΩH,1

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