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Research Papers

Impact of Predicted Combustor Outlet Conditions on the Aerothermal Performance of Film-Cooled High Pressure Turbine Vanes

[+] Author and Article Information
S. Cubeda

Department of Industrial Engineering,
University of Florence,
via S. Marta 3,
Florence 50139, Italy
e-mail: simone.cubeda@unifi.it

L. Mazzei

Department of Industrial Engineering,
University of Florence,
via S. Marta 3,
Florence 50139, Italy
e-mail: lorenzo.mazzei@htc.de.unifi.it

T. Bacci

Department of Industrial Engineering,
University of Florence,
via S. Marta 3,
Florence 50139, Italy
e-mail: tommaso.bacci@htc.de.unifi.it

A. Andreini

Department of Industrial Engineering,
University of Florence,
via S. Marta 3,
Florence 50139, Italy
e-mail: antonio.andreini@htc.de.unifi.it

1Corresponding author.

Manuscript received June 26, 2018; final manuscript received July 13, 2018; published online December 12, 2018. Editor: Jerzy T. Sawicki.

J. Eng. Gas Turbines Power 141(5), 051011 (Dec 12, 2018) (17 pages) Paper No: GTP-18-1373; doi: 10.1115/1.4041038 History: Received June 26, 2018; Revised July 13, 2018

Turbine inlet conditions in lean-burn aeroengine combustors are highly swirled and present nonuniform temperature distributions. Uncertainty and lack of confidence associated with combustor-turbine interaction affect significantly engine performance and efficiency. It is well known that only Large-eddy and scale-adaptive simulations (SAS) can overcome the limitations of Reynolds-averaged Navier–Stokes (RANS) in predicting the combustor outlet conditions. However, it is worth investigating the impact of such improvements on the predicted aerothermal performance of the nozzle guide vanes (NGVs), usually studied with RANS-generated boundary conditions. Three numerical modelling strategies were used to investigate a combustor-turbine module designed within the EU Project FACTOR: (i) RANS model of the NGVs with RANS-generated inlet conditions; (ii) RANS model of the NGVs with scale-adaptive simulation (SAS)-generated inlet conditions; (iii) SAS model inclusive of both combustor and NGVs. It was shown that estimating the aerodynamics through the NGVs does not demand particularly complex approaches, in contrast to situations where turbulent mixing is key. High-fidelity predictions of the turbine entrance conditions proved very beneficial to reduce the discrepancies in the estimation of adiabatic temperature distributions. However, a further leap forward can be achieved with an integrated simulation, capable of reproducing the transport of unsteady fluctuations generated from the combustor through the turbine, which play a key role in presence of film cooling. This work, therefore, shows how separate analysis of combustor and NGVs can lead to a poor estimation of the thermal loads and ultimately to a wrong thermal design of the cooling system.

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Figures

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Fig. 1

Trisector rig layout: three-dimensional CAD model (a) and sectional view (b)

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Fig. 2

Sketches of NGV CAD model and cooling scheme

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Fig. 3

Computational domain and grid for the NGVs-only simulations

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Fig. 4

Time-averaged velocity and temperature fields predicted by SAS in the meridional plane of the combustor-only domain

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Fig. 5

Comparison of nondimensional temperature field (LOTDF contour and LRTDF graph versus radial span) at Plane 40 between experiments and combustor CFD simulations

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Fig. 6

Comparison of pressure coefficient Cp at Plane 41 between experiments and Inlet SAS and Inlet RANS simulations of the NGVs

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Fig. 7

Comparison of pressure loading along axial chord Chax at the airfoils midspan of uncooled/cooled NGVs between experiments and Inlet SAS simulations of the NGVs

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Fig. 8

Comparison of nondimensional temperature field (LOTDF) at Plane 41 between experiments and Inlet SAS and Inlet RANS simulations of the NGVs

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Fig. 9

Midspan total temperature and temperature field on planes normal to the x-direction throughout the vane (uncooled NGVs): comparison between Inlet SAS and Inlet RANS simulations of the NGVs

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Fig. 10

Midspan total temperature and temperature field on planes normal to the x-direction throughout the vane (cooled NGVs): comparison between Inlet SAS and Inlet RANS simulations of the NGVs

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Fig. 11

Airfoil wall adiabatic temperature (uncooled NGVs): comparison between Inlet SAS and Inlet RANS simulations of the NGVs

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Fig. 12

Airfoil wall adiabatic temperature (cooled NGVs): comparison between Inlet SAS and Inlet RANS simulations of the NGVs

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Fig. 13

Comparison of pressure coefficient Cp at Plane 41 (cooled NGVs) between experiments and the integrated combustor-NGVs SAS simulation

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Fig. 14

Comparison of LOTDF at Plane 41 (cooled NGVs) between experiments and the integrated combustor-NGVs SAS simulation

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Fig. 15

Comparison of LRTDF versus radial span at Plane 41 (cooled NGVs) between experiments and all the investigated CFD simulation cases

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Fig. 16

Midspan total temperature and temperature field on planes normal to the x-direction throughout the vane (cooled NGVs): comparison between All SAS and Inlet SAS cases

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Fig. 17

Airfoil wall adiabatic temperature (cooled NGVs): comparison between All SAS and Inlet SAS cases

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Fig. 18

Film cooling adiabatic effectiveness on PS: comparison between experiments against All SAS and Inlet SAS cases

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Fig. 19

Film cooling adiabatic effectiveness on SS: comparison between experiments against All SAS and Inlet SAS cases

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