Fluid Velocity in Constant Fill Turbo Couplings

Dipl.-Ing. Michael Christen Dr.-Ing. Reinhard Kernchen

COUPLINGS AND BRAKES

Fluid Velocity in Constant Fill Turbo Couplings

Measurements using Laser Doppler Velocimetry
MICHAEL CHRISTEN, REINHARD KERNCHEN In order to verify numerical calculations of flow processes in hydrodynamic power transmitting components, experimental examinations are inevitable. So far, however, technical literature has only concentrated on results that were achieved with special test couplings and under certain laboratory conditions. The examinations outlined in this paper provide an interesting insight into the flow processes of turbo couplings under realistic operating and geometrical conditions, as well as the possible applications and the limits of Laser Doppler Velocimetry as an optical measuring technique. Introduction
In a joint project of Dresden Technical University (TU), Professorship for Pumps, Compressors and Machinery, and Voith Turbo GmbH & Co. KG, Group Division Power Transmission, measurements of the flow velocity in a series-produced constant-fill coupling were carried out [1]. Of particular interest in this project was the correlation between the measured flow structure and the pre-set operating point (power factor , speed ratio ) at a defined filling level of the coupling. Technical papers have so far only concentrated on results that were achieved with special test couplings (e. g. rectangular profile) and under specific laboratory conditions. However, a verification of the calculations of the flow processes in hydrodynamic couplings can only be obtained on the basis of genuine operating conditions. The investigations provide an interesting insight into the flow processes inside the coupling under realistic operating and geometrical conditions, as well as into possible applications and limits of Laser Doppler Velocimetry (LDV) as a measuring technique.

Fig. 1: Test coupling type 422 TW with acrylic glass window in outer wheel.

Test object and test stand arrangements

The measurements were carried out at a test stand of Voith Turbo Power Transmission in Crailsheim. The test object was a series-produced turbo coupling type 422 TW (outer profile diameter 422) with a staggered profile. Two symmetrically arranged acrylic glass windows were installed in the outer wheel of the coupling (Fig. 1). These windows allow monitoring two adjacent blade channels at a radial viewing angle between 10 and 90, as well as the gap between outer and inner wheel. When viewed as a meridian section, the window contour consists of parallel circular arcs and/or straight lines (Fig. 2).
Dipl. Ing. Michael Christen is a scientist at the Professorship for Pumps, Compressors and Machinery, Faculty for Engineering, Institute for Energy Machinery and Engineering Laboratory at Dresden University. Dr.-Ing. Reinhard Kernchen heads the department Hydrodynamic Fundamentals at Voith Turbo GmbH & Co. KG in Crailsheim (Voith Turbo Power Transmission).

Fig. 2: Window contour, measuring screen and definition of the velocity components at the test coupling type 422 TW.

A frequency-controlled asynchronous motor was used as drive motor. This motor drives the outer wheel of the turbo coupling via a control gearbox and a flywheel mass. The secondary side of the coupling was coupled with a DC motor in generator operation. As a result, it was possible to carry out defined braking operations of the inner wheel and to apply given speed conditions (or slip rates). Speed and the torque measurements were carried out both at the input and the output side; the surface temperature of the coupling was also measured. To achieve better optical conditions, water was used as an operating medium.

Measuring Method
Laser Doppler Velocimetry was used for measuring the fluid velocity. Additionally, with the same test arrangements in place, a video camera was used, in order to document through the acrylic glass window the flow process occurring at different filling levels at the bottom of the blade channel.

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five radii each (r = 50, 40, 30, 20 and 10 mm). The radius r = 50 mm is 7mm below the inner contour of the window. Measuring the wall-normal components of the absolute velocity was not possible with this measuring arrangement.

Beam Path Calculation

Depending on the housing geometry, the different calculation indices, the velocity component to be measured and the position of the front lens in relation to the housing, the laser beams are subject to different refractions at the outer an inner contour of the window. By applying the laws of optical science and analytical geometry, the traversing coordinates of optics, the geometric parameters of the measuring volume and the orientation of interference bands can be determined by means of beam path calculations, even in housings with general, threedimensional geometries. For this specific case, programs were developed that allow the iterative monitoring of the beam path through the housing shapes cylinder, cone and torus [2].

Fig. 3: Arrangement of the LDV measuring system at the test stand

Measuring Conditions
Even at nominal filling levels, the coupling will always contain a residual amount of air, generating a two-phase flow in dependence of the operating point and the filling level. The video recordings demonstrate that the optical conditions deteriorate correspondingly. It was therefore not possible to carry out measurements at all intended locations. While the operating medium appears optically clear at a nominal filling level of 85% at a slip of 4%, a considerable amount of small air bubbles becomes visible at a slip of 10%, making the fluid opaque. At a slip of 30%, larger air bubbles periodically appear at the window area. At the outer measuring radius, the intersection of the laser beams is hardly recognizable to the naked eye. The fluid looks like a white wall. Consequently, at a slip of 10%, measuring results could only be obtained on the two outer measuring radii, and at 30% only on the outer measuring radius. However, at a slip of 4%, results were obtained even on the third measuring radius. With the coupling being partially filled (45%), greater depths of penetration could be achieved as a result of a less intensive circulatory flow. With slip rates of 4% and 10%, it was possible the cover the entire range of radii at angular planes of 82 and 90 as well as in the gap. At a slip of 30%, measurements were again only possible at the outer measuring radius. Additionally, the operating-point-dependent shift of the phase limit could also be documented [3]. Fig. 5 illustrates schematically, how the fluid level in the coupling moves from an axisparallel position at nominal slip into a diagonal position, when the slip- rate increases. The phase limit between water and air is in the viewing area, and is razor-sharp at nominal slip (Fig. 6). At 30% slip, a churned up, effervescent phase limit comes into view (Fig. 7).

Fig. 4: Characteristic curves for a filling level of 85% and 45% List: Selected operating points

Speed ratio 0,96 0,90 0,70

Slip [%] 4 10 30

Laser Doppler Velocimetry is based on the measurements of the velocity of minute particles that are carried by the flow without slip. As a non-contacting, relatively accurate high-resolution measuring technique in terms of location and time, it is generally suitable for determining flow velocities in rotating systems. Its disadvantages are the necessity for optical access to the measuring place, the need for calculating the beam path, high investment and adjustment expenditure, as well as long measuring times. For the measurements, Dresden TU used a single-unit measuring system made by Dantec, consisting of a 200 mW argon-ion laser, modular 55X optics and a PC-coupled Flow Velocity Analyzer (FVA). (Fig. 3). The velocity components were measured one after another by modifying the orientation of the levels unrolled by laser beams. In order to do this, chronologically constant flow conditions have to be maintained. The encoder entry of the FVA was connected with a rotary angle pick-up arranged at the shaft of the outer wheel (368 impulses per rotation = 8 impulses per blade channel). While the rotary angle-correlated velocity measurements were carried out, the relevant rotary angle for each valid Doppler-Burst was recorded. At the subsequent evaluation, the measuring values were sorted in accordance with the rotary angle and statistically processed.

Results
For the evaluation of the LDV measurements, the normal and circumferential component of the absolute velocity at each measuring point are available quantitatively and in terms of distribution in the blade channel between the pressure and the suction side of two adjacent blades. In the following, selected measuring results are to be presented and discussed. Fig. 8 shows the velocity distributions for the outer measuring radius, measured in correlation to filling level and slip. At the lowest slip rate, the circumferential component of the absolute velocity is nearly constant across the division, and then increased in proportion to the distance of the measuring location from the rotary axis. With increasing slip, the formation of a velocity maximum in the channel center emerges at angle position from 20 to 50. Here, values are achieved which are above the corresponding circumferential speed of the blades. This effect is more pronounced at nominal filling levels compared to partial filling levels. Close to the outlet edge, a reduction of the maximum value is noticeable. Here, the velocity distribution is characterized by outlet and inlet flow effects (e.g. secondary flows). At a filling level of 85%, a noticeable increase of the normal velocity in line with the slip can be recognized. At an angle position of 20, higher velocities at the suction side can be recorded at all three operating points. However, while the maximum velocity of the channel flow is relocated to the pressure side of the blades at a slip of 4% and/or 10%, the velocity gradient remains unchanged at 30% slip.

Measuring Program
Three characteristic operating points were selected on the basis of the characteristic curve (Fig. 4) for the tests to be carried out at filling levels of 85% (nominal filling) and 45% (partial filling). The rotary angle-correlated distribution of the wall-parallel share of the meridian velocity (see Fig. 2, normal to the measuring axis, therefore hereinafter referred to as normal velocity) were to be measured, as well as the circumferential component of the absolute velocity in the outer wheel on seven radial measuring axes (20, 30, 40, 50, 82, 90, gap) and

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At partial filling levels, the measured curves present a similar picture. Here, the circulation is, however, less pronounced as a result of lower energy transmission. Owing to the low filling level and the associated displacement of the fluid ring to the outside, the circulatory flow reveals a strong, radially outward-directed component at angle positions of 20 to 50. Correspondingly, the measurable, wall-parallel share is only small. The three-dimensional, vectorial representation of the normal components provides a qualitative overview of the circulatory flow. Fig. 9 shows relevant illustrations for nominal and partial filling levels at 10% slip. At nominal level, a uniform flow applies to the entire measuring area. With declining radii, the mean value of the velocity also decreases. There was no detectable back flow. At partial filling levels, the picture is far more heterogeneous. Already at the second measuring radius (40mm), a back flow in the area of the velocity minima at the pressure side of the blades (20 to 50), as well as at the suction-side blade outlet edge, is identified. From r = 30mm, back flow occurs in the entire channel. A better understanding of the flow structure is achieved by representing the relative velocity vectors on involute surfaces (r = constant). Fig. 10 again verifies the statements made by means of a vector plot for partial filling and 10% slip. The inclination of the vectors towards the pressure side as a result of minimum deflection (r = 50, 40mm), as well as the onset of back flow into the impeller, are clearly recognizable in the outlet edge area. Fig. 11 shows the vector plots at the outer measuring radius for nominal filling levels and three operating points. On the one hand, the uniform, almost blade-congruent flow in the outlet edge area becomes clear. On the other hand, an unexpected, excessive flow displacement emerges with the inclination of the vectors towards the blade suction side from an angle range of 20 to 50 in line with increasing slip rates.

Fig. 5: Operating point-dependent shift of phase limit (water air) at partial filling level Fig. 6: Phase limit at a filling level of 40% and a slip of 3%

Accuracy of Measurements
The accuracy of LDV measurements is largely determined by the precision of the adjustment and the calibration of the measuring system, the signal processor and the local resolution. Additional negative influences on the accuracy can be expected when fluid flows are measured through windows. Deviations of the window geometry and the refractive indices on the assumptions of the bream path calculations, errors at the reference point identification at the outer contour of the window and the alignment of the traversing equipment can results both in a shift of the measuring location and a modification of volume of the measuring parameter. Under the given circumstances, the inaccuracies when measuring flows of pure water in relation to the measured area were estimated to amount to +/- 3%. In a real fluid coupling, however, there are further factors that influence the measuring accuracy as a result of the existing two-phase flow: The flow in a turbo coupling always contains air bubbles, which act as natural tracers. If the number of particles in the flow is too low, only minor data rates can be achieved. If it is too high, high rates of data may be achieved, however, this condition is accompanied by high disturbances and additional attenuation of the scattered light, which might cause a deterioration of the signal-to-noise ratio up to signal failure. The addition of tracers (hollow, silver-plated glass beads) must therefore be adapted to the gas contents of the fluid arising in dependence of filling level and slip.

Fig. 7: Phase limit at a filling level of 40% and a slip of 30%

Since the concentration and the diameter spectrum of the gas bubbles cannot be influenced directly, it cannot be excluded that large air bubbles emerge at a velocity that deviates from the water flow. Control measurements carried out at a filling level of 85% and a slip of 4% with and without tracers did, however, not reveal any significant differences. The maximum permissible operating temperature was determined by the thermal resistance characteristics of the acrylic glass. Especially at high slip rates and high filling levels, the measurements therefore had to be carried out below the thermal resistance rate. A rise in temperature causes a diminution of the proportion of air dissolved in water, and might hence also affect the volume of the undissolved air bubbles. With increasing temperatures, a significant improvement of the data rate and the penetration depths was noticed.

Fig. 8: Velocity distribution above the blade channel width r = 50 mm, n = 600 min-1, filling level 45% and 85%

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Bibliography: [1] Measuring the Flow Velocity of a 422 TW using Laser Doppler Velocimetry. Report of Dresden TU, Institute for Energy Machinery and Engineering Laboratory, Professorship for Pumps, Com?pressors and Machinery, 1999. Unpublished Report 3614-010095, Voith Turbo GmbH & Co. KG, Crailsheim [2] Faust, M: LDV Measurements in Fluid Machinery, Engineering Project Paper G107 of Dresden TU, Institute for Energy Machinery and Engineering Laboratory, Profes?sorship for Pumps, Compressors and Machinery, 1999. [3] Filling Displacements in the Outer Wheel of a 422 TW. Unpublished Report 3614-010098, Voith Turbo GmbH & Co. KG, Crailsheim, 1999.

Fig. 9: Normal velocity conditions at 10% slip and n = 600 min-1

Fig. 10: Relative velocity vectors at different surfaces (r = constant) Filling level 45%, slip 10% and n = 600 min-1

Fig. 11: Relative velocity vectors at a surface with r = 50mm Filling level 85% at varying slip rates, n = 600 min-1

Summary and Outlook

The paper described measurements of the fluid velocity in a hydrodynamic constant-fill turbo coupling by means of Laser Doppler Velocimetry. The measuring method, the measuring program, the test object and the arrangement of the test stand were described. The measuring results obtained under realistic geometric and operating conditions were presented and evaluated. The method is generally suitable for measuring velocities in a rotating hydrodynamic circuit. The application will, however, be essentially limited to investigations of objects with low gas contents or low wall proximity. The measuring values are suitable for validating calculation results. The investigations of flow conditions within hydrodynamic couplings will be continued. Of particular interest is the visual observation of the flow in the existing test object whilst varying the inner wheel and the direction of drive, as well as the modification of the coupling for velocity measurements in the inlet area of the outer wheel. The experimental investigations will also cover measures directed at a reduction of possible measuring inaccuracies and the analysis of specific factors of influence.

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