Research Papers

Thermo-Mechanical Modeling of Abradable Coating Wear in Aircraft Engines

[+] Author and Article Information
Florence Nyssen

Département de Génie Mécanique,
École Polytechnique de Montréal,
Montréal, QC H3C 3A7, Canada
e-mail: Florence.Nyssen@polymtl.ca

Alain Batailly

Département de Génie Mécanique,
École Polytechnique de Montréal,
Montréal, QC H3C 3A7, Canada
e-mail: Alain.Batailly@polymtl.ca

1Corresponding author.

Manuscript received June 27, 2018; final manuscript received September 4, 2018; published online October 23, 2018. Editor: Jerzy T. Sawicki.

J. Eng. Gas Turbines Power 141(2), 021031 (Oct 23, 2018) (8 pages) Paper No: GTP-18-1391; doi: 10.1115/1.4041647 History: Received June 27, 2018; Revised September 04, 2018

In modern turbomachine designs, the nominal clearances between rotating bladed-disks and their surrounding casing are reduced to improve aerodynamic performances of the engine. This clearance reduction increases the risk of contacts between components and may lead to hazardous interaction phenomena. A common technical solution to mitigate such interactions consists in the deposition of an abradable coating along the casing inner surface. This enhances the engine efficiency while ensuring operational safety. However, contact interactions between blade tips and an abradable layer may yield unexpected wear removal phenomena. The aim of this work is to investigate the numerical modeling of thermal effects within the abradable layer during contact interactions and compare it with experimental data. A dedicated thermal finite element mesh is employed. At each time-step, a weak thermo-mechanical coupling is assumed: thermal effects affect the mechanics of the system, but the mechanical deformation of the elements has no effect on temperatures. Weak coupling is well appropriated in the case of rapid dynamics using small time-step and explicit resolution schemes. Moreover, only heat transfer by conduction is considered in this work. To reduce computational times, a coarser spatial discretization is used for the thermal mesh comparing to the mechanical one. The time-step used to compute the temperature evolution is larger than the one used for the mechanical iterations since the time constant of thermal effect is larger than contact events. The proposed numerical modeling strategy is applied on an industrial blade to analyze the impact of thermal effects on the blade's dynamics.

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Fig. 3

Flow chart of the time integration algorithm

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Fig. 2

Spatial discretization of the abradable coating mesh

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Fig. 11

Evolution of the computation time with Rt

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Fig. 12

Wear map at the trailing edge

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Fig. 1

Illustration of the modeled components (blade, abradable coating, and casing)

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Fig. 4

Experimental temperature profile captured with an infrared camera

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Fig. 5

Finite element model of the blade of interest with retained contact nodes at the leading edge, midcord, and trailing edge

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Fig. 6

Time evolution of the radial blade displacement at the leading edge (), midcord (), and trailing edges (——)

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Fig. 7

Wear and temperature profiles at 0.51 s: (a) leading edge, (b) midcord, and (c) trailing edge

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Fig. 8

Convergence analysis of the wear and temperature profiles with the number of thermal abradable coating elements nab,th. nab,th = 50 or Rs = 400 (——), nab,th = 100 or Rs = 200 (——), nab,th = 50 or Rs = 400 (), nab,th = 800 or Rs = 25 (): (a) wear and (b) maximum temperature.

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Fig. 9

Convergence analysis of the wear and temperature profiles Rt. Rt = 1 (——), Rt = 5 (——), Rt = 10 (——), Rt = 15 (), Rt = 20 (), Rt = 25 (), Rt = 50 (——), Rt = 100 (), Rt = 150 (), Rt = 200 (), Rt = 300 (): (a) wear and (b) maximum temperature.

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Fig. 10

Evolution of the computation time with the number of thermal abradable coating elements

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Fig. 13

Temperature map at the trailing edge

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Fig. 14

Time evolution of the wear profile at the trailing edge: (a) angular speed a and (b) angular speed b

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Fig. 15

Time evolution of the maximum temperature for the angular speeds a (——) and b ()

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Fig. 16

Temperature and wear profile at the trailing edge: (a) angular speed a and (b) angular speed b



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