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Aerodynamic Design
Dr Mark Taylor
Senior Project Engineer
Advanced Propulsion System Design
Rolls-Royce Aerospace,
Derby, U.K.
email: mark.taylor@rolls-royce.com
Mark D Taylor
2006
Lecture Overview
Preliminary Annulus Design
Design of a Passage
Prescribed Velocity Distribution - Inverse Design
3D Aerofoil Design
Aerofoil Stacking
Contoured Endwalls
VKI Lecture Series 2006
Mark D Taylor
2006
Introduction
How Do We Undertake an Aerodynamic Design?
2
1
Advanced Projects Whole
Engine Design Studies
Black Box Components
New Turbine
Design Concept
Performance Data
2D Axi-Symmetric
Throughflow
Model of Whole Turbine
Parallel Activity
for Each Blade Row
2D & 3D Flow Features,
Blade Row Interactions,
Temperature Traverse,
Forced Response, etc.
Detailed Design of
Blade Row No1
4
Detailed Design of
Blade Row No2
Detailed Design of
Blade Row n
Detailed Experimental
Understanding
& CFD Validation
Mark D Taylor
2006
Introduction
Factors Influencing Turbine Efficiency
Turbine Efficiency Improvements Resulting From
Improved Aerodynamic Component Efficiencies (row)
Secondary flows - reverse rotation, contoured endwalls
Improved cooling design
Reduced leakage flows
Improved trailing edge designs and thinner trailing edges
Improved Mechanical and Manufacturing Technologies,
Disk technology limits blade speed UB mean exit Mach number and blade turning
Blade and disc stress limits annulus area (AN2) axial Mach number
Casting technology (yield) limits trailing edge size
Tip clearance control (shroudless rotor) efficiency improvements available from increased
UB mean, i.e., reduced number of blades, etc., offset by tip leakage increase
Seal leakage proportionally greater mechanical features do not scale
Casting technology limits cooling hole size and internal feed geometry reduced cooling
effectiveness/efficiency
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2006
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2006
The first approach tends to be used when the new design is similar to that of
an existing design, and is therefore usually based on information/data, which
has a relatively high degree of certainty. Hence, the designer is able to
optimise the new design relatively quickly and is able to provide quantitative
assessments of efficiency, weight and cost early in the design process.
The second approach tends to be used when the design is significantly different
that it would take considerable resource and time to explore the new design space
using the relatively complex throughflow model. In addition, as this design will be at
the boundaries or outside current design experience, it will probably not be possible
early in the design phase to obtain the necessary detailed information to set up a
throughflow model. Many of the design decision made will have to be taken based
on limited information and will require engineering judgement and gut feel.
Mark D Taylor
2006
Starting with the simple velocity triangles approach (and working through to 2-D
throughflow) let us explore what information each step in the preliminary design process
requires, along with the level of confidence you have in your design at that stage, and
how you can make simple checks to substantiate your efficiency claims.
Mark D Taylor
2006
Vane Exit
(Rotor Inlet)
Rotor Exit
Delta VW
VABS
VREL
VAxial
VABS
VREL
Blade Speed U
Turbine Velocity Triangle
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2006
Turbine
Compressor
Compressor Work
mCpTo
Shaft Speed N
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2006
As the work done by the turbine equals the energy extracted from the fluid, combining the
above equations and simplifying;
From the above equation it is clear that stage loading is the width of the velocity triangles to
the length of the base. Note: For fixed flow coefficient (Va/U), high stage loading leads to
high turning in both the vane and the blade.
Dividing the above equation by U2 and multiplying through by,
, gives;
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2006
, gives;
Hence, the stage loading is equal to the specific work divided by the square of turbine nondimensional blade speed.
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2006
Mean Radius R
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High stage loading leads to higher turning and an increase in Mach number, however there is
more work per stage (at fixed non-dimensional blade speed), which can lead to fewer stages.
Low stage loading leads to lower turning and a decrease in Mach number, however you may
not be getting the best out of the turbine (at fixed non-dimensional blade speed).
Low stage loading Lower angles & decrease in Mn
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2006
U
This is the condition of 50% reaction, i.e., the same expansion over the vane as the rotor. As
reaction is the amount of expansion over the rotor, low reaction (< 50%) leads to increased
expansion over the nozzle and reduced expansion over the rotor and visa-versa.
VABS
VREL
VREL
VABS
VABS
VREL
VREL
VABS
Low Reaction
High Reaction
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2006
Once this parameter is selected the velocity triangles are effectively locked up. As the mean
diameter is fixed, changing VA adjusts the height of the annulus, and hence the hub and case
diameters (hub/tip ratio).
U
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HP turbine
IP turbine
0.4 - 0.6
0.4 - 0.6
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2006
Choose design parameters close to a turbine which you already have a good
understanding of its measured efficiency, and then apply engineering judgement and/or
efficiency charts, correlations, etc., to correct this efficiency for any differences between
the two designs,
(ii)
Utilise one of the many efficiency against stage loading (H/U2), flow coefficient (Va/U),
turning, etc., charts, which have been generated using measured data from a wide range
of different turbine designs.
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Stage Efficiency
Contours
High Efficiency
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2006
Existing Design 2
CpTo/To
200
210
210
H/U2
1.70
1.80
1.80
Va/U
0.85
0.60
0.66
Mn Vane
0.90
0.87
0.88
Mn Rotor
0.88
0.85
0.87
Efficiency %
87.0
88.2
87.8
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2006
where, at exit of blade row - Toex total temperature, tex static temperature, tex isentropic static
temperature, Mnex Mach Number, PoIN Inlet total pressure, Po Total pressure change over blade row.
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2006
where, total temperatures are in the absolute frame of reference, and exit Mach numbers and total pressures are
relative to a particular blade row, i.e., vane Mn are absolute frame, rotor Mach numbers are relative frame, etc.
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2006
Stage Efficiency %
87.00
86.00
85.00
84.00
83.00
82.00
0
50
100
150
200
250
300
350
400
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There appears to be an optimum specific work for a given set of turbine design
parameters,
(ii)
Overall these results show that specific work has a significant effect on the exit Mach
numbers within a turbine and hence the stage efficiency.
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2006
Stage Efficiency
Sensitive to Row
Efficiency
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Overall these results show that turbine non-dimensional speed U/T0.5 has a significant effect
on the Mach numbers within a turbine and hence the stage efficiency.
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2006
Overall these results show that Flow Coefficient has a strong effect on turbine stage efficiency.
VKI Lecture Series 2006
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2006
of Peak Efficiency
Blade row exit Mach numbers are primarily a function of CpTo/To, U/To0.5, Va/U and
Equal Influence
Weaker Mn Influence,
Strong Effect on Angles
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2006
40 Degrees
Inlet Angle
100 Degrees
of Turning
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2006
Profile Loss = f (inlet & exit velocities, inlet & exit angles, loss factor Cd)
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The underlying shape of the standard turbine efficiency chart appears to be primarily
dominated by the work and Mach number relationship (fixed row efficiencies),
The top left hand side of the chart is influenced by secondary loss through high aerofoil
turning,
The top left hand side of the chart is influenced by profile loss through increased Mach
numbers and turning.
The effect of trailing edge loss is to further reduce the efficiency in the top left hand side of
the chart through an increase in the trailing edge to throat blockage ratio, and to reduce the
efficiency over the entire right hand side of the chart due to the increased aerofoil exit mach
numbers.
It is possible using the simple design rules, i.e., rotor turning < 100 degrees, rotor inlet angle
< 40 degrees to place a turbine close to the predicted/measured efficiency ridge,
Mark D Taylor
2006
Turbine efficiency charts are effectively multi-dimensional, i.e., they are also a function of
specific work (and other parameters), and should therefore only be used to optimises a design
when the quality and standard of data used to generate them is known.
Consider the following example.
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2006
1800 K
45 Bar
140 kg/s
200 J/kgK
12000 rpm
U/T0.5 = 10.6
DH/U2 = 1.78
mT0.5/P = 1.32
HP Turbine Constraints
Mechanical
Maximum Mean Blade Speed
AN2 Limit (inch2*rpm2)
450 m/s
2.5E10
120 degrees
50 degrees
> 1.2
< 0.95
0.45
0.93
0.88
Aerodynamic
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Figure 21a
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Figure 21b
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Figure 21c
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Before finalising these decisions the designer must develop a more complex model of the
turbine. Within Rolls-Royce turbines this is done by developing a 2-D axi-symmetric
throughflow model, which represent the desired flow conditions throughout the turbines.
Utilising this model along with the Rolls-Royce turbine performance correlation's, the designer
is able to optimise the requirements of the aerodynamic design, against those of the
mechanical, stress and cooling designers.
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2006
HP Turbine
IP Turbine
In order to develop this model the designer must decide on what aerodynamic conditions he
wants to achieve in each of the blade rows. It is at this point that he must decide if there
are new detailed aerodynamic concepts which he wants to utilise. For example,
(1) A rig test has shown that a particular exit angle profile (resulting from a new aerofoil
shape) improves the efficiency.
(2) 3-D CFD has predicted that a particular distance between two adjacent aerofoils maybe
beneficial to reduce blade row interaction (forced response and reduced unsteady loss),
etc.
VKI Lecture Series 2006
Mark D Taylor
2006
3D Aerofoil Design
Straight Stacked Aerofoil
3D Aerofoil
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Trailing Edge Loss - Exit Mach number, trailing edge thickness, boundary layer
thickness, etc.
Profile Loss - Lift distribution, lift coefficient, blade area, etc.
Over Tip Leakage Loss - Shrouded/shroudless, height of tip gap, tip lift
coefficient, etc.
VKI Lecture Series 2006
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2006
Aft-Loaded
Mach Number
Forward-Loaded
Axial Chord
Shroudless
Shrouded
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Leakage Exchange Rates - As above - platform, blade root seals, over tip
leakage, etc.
Pumping Losses -
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Stage Efficiency
2a
Increased Trailing
1a
Edge Loss
Reduced Va/U
- Reduced Mn &
Trailing Edge Loss
Improved AR
- Reduction in
Secondary Loss
1b
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2006
2D Blading Design
Introduction
Control Volume Analysis
The primary function of 2-D blading is to satisfy the flow condition calculated from the
throughflow model, i.e., inlet and exit flow angles and Mach numbers. As an estimation of the
loss within the blade row will have been input to the throughflow model, it is important that this
loss is also taken into account when designing the 2-D aerofoil sections. It is usual to specify
the loss as a function up to and downstream of the aerodynamic throat, in order that the
aerofoil is designed with the correct inlet flow capacity (mTo0.5/Po) and exit angle.
Consider the following;
If we use the continuity equation on a control surface which stretches from a plane infinitely
far ahead of an aerofoil cascade to a plane infinitely far behind the aerofoil cascade
(homogeneous entry and exit flow), the exit flow angle can be calculated from the other flow
parameters.
With the assumption that the flow between inlet and exit exchanges no energy with the aerofoil,
the fluid behaves like an idea gas, and that density and temperature ratios are a function of
Mach number, the above equation can be written in the following form;
Mark D Taylor
2006
2D Blading Design
Introduction
Control Volume Analysis
Minlet
inlet
exit
Mexit
Mark D Taylor
2006
2D Blading Design
Introduction
Control Volume Analysis
Utilising the above equation the variation of exit angle can be calculated for a range of loss
levels and over a range of exit Mach numbers, for fixed inlet conditions, i.e., Minlet = 0.15, inlet =
0 o.
76
75
No Loss
74
1% Loss
73
5% Loss
72
10% Loss
71
70
69
68
0.4
0.5
0.6
0.7
0.8
0.9
Mark D Taylor
2006
2D Blading Design
Introduction
Control Volume Analysis
Blade row exit angle is sensitive to variations in the blade row loss, i.e., a 1 degree change in
exit angle for a 6% change in loss. As errors in exit angle will result in the blade row delivering
the wrong value of exit swirl velocity and hence stage work, it is important that the 2-D blading
design is undertaken with a representative level of overall loss.
The distribution of loss through the blade row will influence both the profile shape and the
throat width and hence blade row inlet capacity (size of turbine, non-dimensional mass flow
rate).
As approximately 30% of a blade row loss occurs upstream of the throat plane, the above
error in overall loss (and exit angle) would represent around a 2% change in the blade row inlet
capacity. As this level of errors could lead to a significant re-matching of the engine, it is
essential that a representative pre-throat loss be applied when undertaking 2-D profile design.
Although not directly related to the above discussion, the results presented, highlight why the
measurement of efficiency should be bias towards total pressure measurements and should
only rely on angle distributions, and not the absolute values of angle, i.e., typical probe absolute
accuracy 1 degree.
Mark D Taylor
2006
2D Blading Design
Design of a Passage
The design of a turbine aerofoil differs from that of an external aerofoil (wing), in
that you are designing a flow passage rather than an isolated aerofoil.
Hence in the design of turbine blades both the curvature of the aerofoil (and
endwalls) and the aerodynamic blockage have a significant effect on the
design, the former being the dominant effect on external (wing) aerofoil design.
A valuable insight into the design of turbine aerofoils can be gained if we starting
with a constant area passage (impulse turbine - low reaction design) and
develop it into a convergent passage reaction design.
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Impulse Blading
Impulse Blade
AX
Inlet
Exit
Vw
1
VA
Vabs
Vrel
2
Vabs
Vrel
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2006
2D Blading Design
Design of a Passage
Impulse Blading Effect of Aerofoil Turning
Reduced turning leads to a thinner aerofoil
AX
Vw
Vrel
Vabs
1
VA
2
Vabs
Vrel
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2006
2D Blading Design
Design of a Passage
Impulse Blading Limitations
Mn
Inlet
Exit
Cax
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2006
2D Blading Design
Design of a Passage
Impulse Blading Limitations
As the change in whirl velocity (VW) and hence turbine power (mU VW) is limited by the constraint that no
expansion can take place over the rotor (Mn relative inlet = Mn relative exit) the specific power (per kg mass
flow) available from an impulse turbine will always be lower then an equivalent reaction design with equal
relative exit Mach numbers on both the vane and rotor.
In addition, the requirement to do all of the expansion over the nozzle leads to high inlet angle to the rotor,
which tends to increase the levels of pressure surface diffusion previously highlighted.
These limitations along with the difficulties previously outlined (separations, low lift coefficient, etc) mean
that most modern aero gas turbine designs are based on reaction styles of turbine blading.
Inlet
Exit
Vw
Increased
Vw
Vabs
Vrel
VA
Vrel
Vabs
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2006
2D Blading Design
Design of a Passage
Reaction Blading Reduced Inlet Angle
Ax
Vw
Vrel
Vabs
VA
Vabs
Vrel
U
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2006
2D Blading Design
Design of a Passage
Reaction Blading Increased Exit Angle
Ax
Vw
1
VA
Vrel
Vabs
Vrel
Ax
Vabs
U
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2006
2D Blading Design
Design of a Passage
Reaction Blading
Fatter front portion of aerofoil leads to increased convex
curvature and blockage on front half of the suction surface
and hence a more rapid rise in the suction surface Mach number
Mn
Inlet Mn
Reduced
Exit Mn
Increased
Cax
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2006
2D Blading Design
Design of a Passage
Reaction Blading Aft loading
Aerofoil remains forward loaded as the location of peak
suction (peak suction surface Mach number) has not altered
Mn
Inlet Mn
Reduced
Exit Mn
Increased
Cax
Formation of a convergent passage and increased
trailing edge wedge angle leads to increased
acceleration on rear part of pressure surface
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading Aft loading
Suction surface curvature modified to move peak
suction rearwards, i.e., Mach number distribution
change due to both curvature and blockage
Mn
Inlet Mn
Reduced
Exit Mn
Increased
Cax
Aerofoil X-sectional area reduction maybe undesirable,
hence pressure surface concave curvature can be reduced
to restore X-sectional area and eliminate pressure surface
diffusion (blockage and curvature changes on pressure
surface have weaker effect as Mach numbers are lower)
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2006
2D Blading Design
Design of a Passage
Reaction Blading Incidence
Mach Number
Positive Incidence
Suction Surface Diffusion
Exit Mn
Inlet Mn
Negative Incidence
Pressure Surface Diffusion
Cax
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2006
2D Blading Design
Design of a Passage
Reaction Blading Small Wedge Angle
d/ds
Gradient
Mach Number
Positive Incidence
Suction Surface Diffusion
Exit Mn
d2/ds2
Curvature
Inlet Mn
Negative Incidence
Pressure Surface Diffusion
Cax
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2006
2D Blading Design
Design of a Passage
Reaction Blading Large Wedge Angle
s
d/ds
Gradient
d2/ds2
Curvature
Inlet Mn
Cax
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2006
2D Blading Design
Design of a Passage
Reaction Blading Design Objectives
Smooth velocity distributions - steady accelerating flow
No predicted flow separations
Minimised loss
Maximise lift
Margin for skew
Contracting passages
Mach Number
Exit Mn
Subsonic exit
Mach number.
Inlet Mn
Off-loaded nose
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2006
2D Blading Design
Design of a Passage
Prescribed Velocity Distribution - Inverse Design
Although as the previous slides have show, a good understanding can be gained into how the
geometric shape of a passage (curvature and blockage) influence an aerofoil Mach number
distribution, it is more convenient to design an aerofoil to meet a desired lift distribution.
This is usually undertaken using an inverse design technique known as Prescribed Velocity
Distribution (PVD), i.e., a desired velocity distribution is chose and the resulting geometry to
meet this requirement is automatically generated.
Although this is a more convenient method by which to design a row of aerofoil, the designer
must still understand the simple rules developed earlier, if he is to design an aerofoil which also
meet the many mechanical and cooling requirements.
For example, the wedge angle at the leading edge of a HP turbine is significantly greater than is
required aerodynamically. The thickness requirement is predominantly there in order that there
is enough physical space to accommodate the complex cooling arrangement within the leading
edge.
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Prescribed Velocity Distribution - Inverse Design
Figure highlights the type of modifications to the velocity distributions, which can be easily
undertaken using a prescribed velocity distribution method.
Improved Backsurface
Distribution
Improved Pressure
Surface Acceleration
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Prescribed Velocity Distribution - Inverse Design
Based on the rules presented previously (and particular lift style) 2-D aerofoil profiles are
designed at a number of spanwise locations. A typical final summary of the 2-D aerofoil
parameters is given below.
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2006
2D Blading Design
Design of a Passage
HP Vane and Rotor 2-D Design
Increase PS & SS
Mach Numbers
TE Definition
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2006
3D Blading Design
Introduction
Currently 3-D CFD cannot be used directly to predict the aerodynamic performance of a
turbine, i.e., loss predictions are unreliable (unsteady stage calculations are within 1 to 2%
of experimental measurements).
3-D CFD is used to undertake the detailed aerodynamic design of each blade row, using
boundary condition data defined from a target gaspath throughflow (axi-symmetric) model
of the whole turbine (losses, deviations, etc, from empirical/experimental data).
The objective of a 3-D aerofoil design being to match the predicted exit conditions to those
in the target gaspath throughflow model.
The designer uses flow parameters which he/she knows the 3-D CFD code can accurately
predict (static pressure, angle deviations, SKEH, etc.), along with design concepts (styles)
which experimental studies have shown produce high aerodynamic efficiencies, i.e., blade
lean, exit flow angle variation, etc.
3-D CFD is used in conjunction with experimental data to understand particular flow
features identified by rig testing.
VKI Lecture Series 2006
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2006
3D Blading Design
Introduction
Turbine Blade 3D Flow Phenomena
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2006
3D Blading Design
Aerofoil Stacking and Vortex
The 3-D design process is based around the concept that 2-D sections can be stacked in
space to achieve the target gaspath throughflow conditions. There are effectively 3 main
stacking concepts available to the designer, circumferential lean (single or compound), axial
lean (single or compound) and exit angle distribution (linear or Brand X).
No Circumferential Lean
(viewed along engine axis)
Pressure
Surface
Suction
Surface
Pressure
Surface
Suction
Surface
Pressure
Surface
Suction
Surface
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2006
3D Blading Design
Aerofoil Stacking and Vortex
No Axial Lean
(View from side of engine)
Leading
Edge
% Height
Trailing
Edge
Leading
Edge
Linear Variation
in Exit Angle (Vortex)
Trailing
Edge
% Height
Leading
Edge
Trailing
Edge
Parabolic or Brand X
Exit Angle (Vortex)
Exit Angle
3D Blading Design
Aerofoil Stacking and Vortex
Compound Lean
Each of these stacking concepts have different effects on the flow field, for example consider
the effect of compound lean (convex pressure surface, concave suction surface).
Increased static
pressure in the endwall
regions
Loss V3endwalls
Endwall loss reduced
Overall Loss ?
Mass flow
Endwall
Mach
Number
% Height
Without
With
Chord
3D Blading Design
Aerofoil Stacking and Vortex
Brand X
Both of the exit angle (vortex) concepts have different effect on the flow field, for example
consider the effect of Brand X (reduced exit angles at endwalls, increased exit angles at midheight).
Reduce angles at endwalls
Increase angle at mid-height
% Height
Increased
Exit Angle
Endwall
Mach
Number
% Height
Without
With
Chord
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2006
3D Blading Design
Aerofoil Stacking and Vortex
Discussion
It is worth noting that there are several different schools of thought on how, or even if, these
3D flow concepts actually work. As it is difficult, if not impossible, to prove mathematically that
they do, the majority of evidence is based on experimental rig testing.
A quick glance at published research will show that a number of these concepts appear to also
work when applied in exact opposite ways, i.e., some researches say that compound lean
defined as convex pressure surface, concave suction surface improves stage efficiency, others
have found the exact opposite. Although impossible to prove, it is generally believed these
apparent contradiction result from the differences in the initially design to which the concept is
applied, and the level to which a particular concept can effect the overall value of loss within a
turbine stage.
For example, if an initial design contained a strong Brand X (open endwall, closed mid-height)
distribution, and a designer applied a compound lean which encourages mass flow rate to the
endwalls within the vane, i.e., the opposite of that presented here, this should lead to an
increase in the vane endwall loss (loss V3), and a slight improvement in the mass distribution
entering the following rotor. However, if the designer applied compound lean which encouraged
mass flow rate away from the endwalls, to the same strongly Brand X design, the effect would
be a reduction in vane endwall loss, and a slight deterioration in the mass distribution entering
the following rotor.
VKI Lecture Series 2006
Mark D Taylor
2006
3D Blading Design
Aerofoil Stacking and Vortex
Discussion
Clearly both these design have the potential to improved the stage efficiency, whether they do
or not, depends on the initial level of Brand X and the strength and resulting effect that the
compound lean has on the overall loss within the turbine stage and not just the vane loss.
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2006
3D Blading Design
Aerofoil Stacking and Vortex
Vane 3-D Stack and Vortex
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2006
3D Blading Design
Aerofoil Stacking and Vortex
Forced Response
As the requirement to reduce cost tends to lead to a reduction in aerofoil numbers, an important
constraint on HP turbine design is forced response. In the preliminary design stage this is
mainly undertaken using simple models such as the Campbell diagram.
The objective of the diagram being to show graphically where a particular mechanical modes
(resonant frequency) will cross a particular engine order (EO) excitation frequency (frequency =
number of nozzles shaft rps what a single blade experiences).
Mark D Taylor
2006
3D Blading Design
Aerofoil Stacking and Vortex
Forced Response Campbell Diagram
Frequency Hz
Mode resonant frequencies function (No blades,
shape of blades, blade/disc assembly, etc.)
35 EO
Number of Nozzles
1st Torsion
30 EO
1st Flap
25 EO
100% NH
Idle
Engine Speed
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2006
3D Blading Design
Aerofoil Stacking and Vortex
Forced Response Turbine Inlet Pressure
Turbine Inlet
Total Pressure
Flight Condition
Take-Off
Cruise
Idle
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2006
3D Blading Design
Aerofoil Stacking and Vortex
Forced Response
Combining the information contained in the figures, the designer can quickly make an
assessment on whether a design is practical or not, for example;
In order to reduce cost the project team would like to change the number of HP nozzles from 35
to either 30 or 25. As this could have a significant effect on the forced response of the HP
turbine, it is essential that an early assessment be made.
Previous experience has shown that the blade numbers chosen, blade design, disk assembly,
etc., will result in two main modes of vibration, i.e., 1st torsion and 1st flap.
Lowering the number of HP nozzles from 35 30,
Mark D Taylor
2006
3D Blading Design
Aerofoil Stacking and Vortex
Forced Response
Lowering the number of nozzles from 35 25,
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2006
3D Blading Design
Aerofoil Stacking and Vortex
Forced Response Lift Styles
Conventional
Conventional
Mark D Taylor
2006
3D Blading Design
Aerofoil Stacking and Vortex
Forced Response
In addition to 2-D lift style, other techniques can be used to minimise forced response, i.e.,
aerofoil stack and endwall contouring. Figure shows a low number off HP nozzle guide vane
design where the aerofoil stack and endwalls have been optimised to reduce the unsteady
aerodynamic forcing onto the HP rotor.
Irrespective of whether you utilise one or all of the above techniques to minimise the unsteady
interaction between two blade rows, the designer must have a reliable method to predict the
resulting unsteady pressure field.
Experience has shown that although 3-D unsteady CFD codes do not accurately predict
aerodynamic loss ( 2%), they do allow a good assessment of the unsteady aerodynamic
forcing to be made. Comparison with measured unsteady static pressure data has shown that
amplitude can be predicted to a high level of accuracy, however errors in the relative phase
across the aerofoil tends to reduce the overall accuracy of the prediction.
Mark D Taylor
2006
3D Blading Design
Aerofoil Stacking and Vortex
Forced Response Stack and Profiled Endwalls
Mark D Taylor
2006