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Research Papers

Rig and Engine Validation of the Nonlinear Forced Response Analysis Performed by the Tool OrAgL

[+] Author and Article Information
Andreas Hartung

MTU Aero Engines AG,
Dachauer Straße 665,
Munich 80995, Germany
e-mail: Andreas.Hartung@mtu.de

Hans-Peter Hackenberg

MTU Aero Engines AG,
Dachauer Straße 665,
Munich 80995, Germany
e-mail: hans-peter.hackenberg@mtu.de

Malte Krack

Institute of Aircraft Propulsion Systems,
Department of Aerospace Engineering,
University of Stuttgart,
Pfaffenwaldring 6,
Stuttgart 70569, Germany
e-mail: malte.krack@ila.uni-stuttgart.de

Johann Gross

Institute of Aircraft Propulsion Systems,
Department of Aerospace Engineering,
University of Stuttgart,
Pfaffenwaldring 6,
Stuttgart 70569, Germany
e-mail: johann.gross@ila.uni-stuttgart.de

Torsten Heinze

Institute of Dynamics and Vibration Research,
Department of Mechanical Engineering,
Leibniz University of Hannover,
Appelstraße 11,
Hannover 30167, Germany
e-mail: heinze@ids.uni-hannover.de

Lars Panning-von Scheidt

Institute of Dynamics and Vibration Research,
Department of Mechanical Engineering
Leibniz University of Hannover,
Appelstraße 11,
Hannover 30167, Germany
e-mail: panning@ids.uni-hannover.de

Manuscript received July 2, 2018; final manuscript received July 25, 2018; published online October 4, 2018. Editor: Jerzy T. Sawicki.

J. Eng. Gas Turbines Power 141(2), 021019 (Oct 04, 2018) (9 pages) Paper No: GTP-18-1414; doi: 10.1115/1.4041160 History: Received July 02, 2018; Revised July 25, 2018

Since the first nonlinear forced response validation of frictionally coupled bladed disks, more than 20 years have passed, and numerous incremental modeling and simulation refinements were proposed. With the present work, we intend to assess how much we have improved since then. To this end, we present findings of an exhaustive validation campaign designed to systematically validate the nonlinear vibration prediction for the different friction joints at blade roots, interlocked shrouds and under-platform dampers. An original approach for the identification of crucial contact properties is developed. By using the dynamic Lagrangian contact formulation and a refined spatial contact discretization, it is demonstrated that the delicate identification of contact stiffness properties can be circumvented. The friction coefficient is measured in a separate test, and determined as unique function of temperature, preload, wear state. Rotating rig and engine measurements are compared against simulations with the tool OrAgL, developed jointly by the Leibniz Universität Hannover and the University of Stuttgart, in which state-of-the-art component mode synthesis (CMS) and harmonic balance methods (HBMs) are implemented.

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References

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Figures

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Fig. 1

Model of a low pressure turbine blade segment

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Fig. 2

Validation road map

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Fig. 3

Variation of vibration levels from passage to passage through the lower EO resonance with mode 1: (a) maximum and (b) average among all blades

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Fig. 4

Variation of vibration levels from passage to passage through the higher EO resonance with mode 1: (a) maximum and (b) average among all blades

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Fig. 5

Signal flow plan of the vibration prediction approach

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Fig. 6

Nominal and true contact surfaces after a few runs

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Fig. 7

Typical contact pressure distribution in the fir tree joint (top and bottom faces, respectively): (a) localized distribution from elastic initial FE model and (b) smooth distribution derived as described in the text; Fig. 7(b) ranges from 0 MPa to 500 MPa

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Fig. 8

Friction coefficient versus contact pressure for different temperatures

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Fig. 9

Friction coefficient versus engine cycles

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Fig. 10

Validation step 1: only root contact; stage 1

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Fig. 11

Validation step 2: root and shroud contact; stage

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Fig. 12

Validation step 3: root and shroud contact; stage 2

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Fig. 13

Validation step 4: root, shroud and damper contact; stage 2; lower EO resonance of mode 1

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Fig. 14

Validation step 4: root, shroud and damper contact; stage 2; higher EO resonance of mode 2

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Fig. 15

Validation step 4: root, shroud and damper contact, stage 2, higher EO, mode 2, for different excitation levels

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Fig. 16

Validation step 5: engine validation; stage 2; lower EO1 resonance of mode 1

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Fig. 17

Validation step 5: engine validation; stage 2; higher EO resonance of mode 1

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Fig. 18

Evidence of jump phenomena in the engine test

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Fig. 19

Validation step 5: engine validation; stage 2; lower EO2 resonance of mode 1, higher EO resonance of mode 2

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