49

f
THERMODYNAMICS AND FLUID MECHANICS GROUP

THE DEVELOPMENT, APPLICATION AND EXPERIMENTAL

WALUATION OF A DESIGN PROCEDURE FOR
CENTRIFUGAL COMPRESSORS
P. M. CAME, BA
National Gas Turbine Establishment, Pyestock, Farnborough, Hans

SYNOP sI s

A computer-based c e n t r i f u g a l compressor design procedure developed a t t h e National Gas Turbine

Establishment i s described. The impeller design package includes a geometry modelling procedure,
aerodynamic a n a l y s i s , stress a n a l y s i s , and t h e d i r e c t generation of d a t a f o r manufacture by numerical
control. The method of d i f f u s e r design incorporates analyses of t h e flow i n t h e vaneless space and
'semi-vaneless' space adapted from a new performance p r e d i c t i o n technique; published d i f f u s e r
pressure recovery d a t a a r e used i n t h e s e l e c t i o n of t h e d i f f u s e r channel geometry.

The a p p l i c a t i o n of t h e s e methods t o t h e design of a 6.5 p r e s s u r e r a t i o c e n t r i f u g a l compressor

s t a g e i s described. The experimental r i g t e s t i n g of t h i s compressor has been used t o evaluate t h e
advantages o f f e r e d by t h e new design procedure. By comparing t h e measured performance with t h a t of
an earlier compressor designed w i t h less advanced techniques f o r t h e same aerodynamic duty, t h e
advantages of t h e new design procedure a r e e s t a b l i s h e d .

1. INTRODUCTION as p a r t of a simple a x i a l l c e n t r i f u g a l combination

i s about 64, as i s discussed l a t e r i n t h i s Paper.
The a x i a l flow compressor has long been This p r e s s u r e r a t i o may a l s o be considered t o be
pre-eminent i n gas t u r b i n e s f o r a i r c r a f t pro- of some relevance t o t h e a p p l i c a t i o n i n which
pulsion and many o t h e r a p p l i c a t i o n s . However, t h e c e n t r i f u g a l alone provides t h e t o t a l cycle
f o r c e r t a i n r o l e s , and notably i n t h e smaller compression. The p r e s s u r e r a t i o of 64 was
engine s i z e s , t h e c e n t r i f u g a l compressor r e t a i n s t h e r e f o r e s e l e c t e d t o be t h e duty of t h e research
i t s e a r l y a t t r a c t i o n . I n response t o t h e evolv- compressors i n the NGTE c e n t r i f u g a l compressor
ing engine p r o j e c t requirements, t h e National experimental programme.
Gas Turbine Establishment (NGTE) began i n 1971
a new p r o g r a m of high p r e s s u r e r a t i o c e n t r i - This Paper p r e s e n t s t h e b a s i s of the new
f u g a l compressor research. The accent a t f i r s t design procedures developed a t t h e National Gas
w a s on developing o r adopting t h e o r e t i c a l Turbine Establishment and compares t h e design
methods i n order t o become equipped w i t h a and experimental performance of two 6.5 pressure
' t o o l k i t ' f o r advanced c e n t r i f u g a l compressor r a t i o compressors.
design; recent work has changed t h e emphasis
t o t h e design and t e s t i n g of research com-
p r e s s o r s , making use of t h e earlier t h e o r e t i c a l NOTATION
developments f o r t h e design of t h e s e machines.
4k inducer t h r o a t a r e a
Although t h e r e have been s e v e r a l examples
i n recent y e a r s of c e n t r i f u g a l compressor AS d i f f u s e r t h r o a t aspect r a t i o
research s t a g e s o p e r a t i n g a t p r e s s u r e r a t i o s of
hthrlw
10 o r more (1,2), t h e e f f i c i e n c i e s and surge
margins obtained have n o t been good enough t o AR d i f f u s e r channel a r e a r a t i o ,
j u s t i f y t h e i n c l u s i o n of c e n t r i f u g a l s of such ou t l e t l i n l e t
elevated duty i n engine a p p l i c a t i o n s . I n
i n s t a n c e s of small engine design where cycle
considerations lead t o a demand f o r such
pressure r a t i o s , t h e compression i s usually c o e f f i c i e n t s i n patch equations
provided by a mixture of a x i a l and c e n t r i f u g a l
s t a g e s , a single-stage c e n t r i f u g a l being used
f o r t h e high p r e s s u r e compression, boosted by
one o r more a x i a l s t a g e s . This arrangement i s blockage f a c t o r
considered t o b e a good compromise between t h e
complexity and c o s t of an a l l - a x i a l compression d diameter
system and t h e i n h e r e n t s i m p l i c i t y of a c e n t r i -
f u g a l s t a g e alone, a t t h e same time y i e l d i n g h annulus h e i g h t o r a x i a l width
optimum e f f i c i e n c y and operating range. D e t a i l e d
cycle considerations suggest t h a t t h e optimum AH gain i n s t a g n a t i o n enthalpy
pressure r a t i o f o r a centrifugal stage operating

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50 P. M. CAME

i incidence Superscript
I r e l a t i v e flow c o n d i t i o n s
1 d i f f u s e r channel centre-line
length
Subscripts
m percentage meridional distance
I
a l o n g i m p e l l e r hub o r s h r o u d compressor i n l e t ( i e i n l e t
plenum measuring s t a t i o n )
M Mach number
3
impeller i n l e t
number of d i f f u s e r vanes
4
i m p e l l e r e x i t ( b e f o r e mixing)
number of f u l l i m p e l l e r vanes
5
i m p e l l e r e x i t ( a f t e r mixing)
nunber of i m p e l l e r i n t e r v a n e s
5 1
I m p e l l e r E x i t Measuring S t a t i o n
s p e c i f i c speed (Balje'ls d e f i n i -
6
t i o n , R e f e r e n c e 22) vaned d i f f u s e r approach
(leading-edge)
0 t h r o a t width
thr vaned d i f f u s e r t h r o a t
P pressure
7
vaned d i f f u s e r e x i t
AP circumferential pressure differ-
ence between s u c t i o n and p r e s s u r e ch choking
surface
hub a t hub
P power i n p u t f a c t o r
m m e r i d i o n a l component
Q mass flow r a t e
ms on mean s t r e a m s u r f a c e
R stagnation pressure r a t i o
shr a t shroud
r radius
t stagnation conditions
U vane c i r c u m f e r e n t i a l v e l o c i t y
W t a n g e n t i a l or w h i r l component

V"1 parameters i n patch equations

Surge margin a t a p o i n t on a compressor charac-
V

'slip
absolute velocity

t a n g e n t i a l v e l o c i t y due t o s l i p
t e r i s t i c i s d e f i n e d as 100 x ( 2-
Rsur e
- 1

- 9
where R i s t h e p r e s s u r e r a t i o a t t h e p o i n t and
W d i f f u s e r t h r o a t width where R i s t h e p r e s s u r e r a t i o on t h e s u r g e
surge
l i n e a t t h e same mass flow.
W relative velocity

2. IMPROVED COMPRESSOR DESIGN PROCEDURES

Cartesian coordinates
One of t h e p r i m a r y o b j e c t i v e s of t h e NGTE
r e s e a r c h programme h a s been t h e development of
a a b s o l u t e flow a n g l e , r e l a t i v e t o a f u l l d e s i g n system c o v e r i n g a l l phases of t h e
meridional d i r e c t i o n d e s i g n of a c e n t r i f u g a l compressor, from t h e
preliminary design s t a g e through t o numerically-
vane camber a n g l e ( s e e F i g u r e 7) c o n t r o l l e d manufacture.
r a t i o of s p e c i f i c h e a t s F o r t h e two key components of a c e n t r i -
f u g a l compressor s t a g e , namely t h e i m p e l l e r and
vane l o a d i n g p a r a m e t e r t h e vaned d i f f u s e r , t h e e s s e n t i a l r e q u i r e m e n t s
- AP/yPm ;dI of a d e s i g n s y s t e m may b e s u m r i s e d as f o l l o w s :

A impeller i n l e t a x i a l velocity Impeller :

r a t i o V3 (for zero
shr"' mean
i. Preliminary design procedure
prewhi r 1)
ii. Method of d e f i n i t i o n of vane
t a n 8 i s l o c a l s l o p e of hub or geometry
shroud p r o f i l e ( s e e F i g u r e 6 )
iii. Aerodynamic a n a l y s i s
isentropic total-to-total
efficiency iv. Stress analysis

v. Manufacturing p r o c e d u r e

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 THE DEVELOPMENT, APPLICATION AND EXPERIMENTAL EVALUATION
OF A DESIGN PROCEDURE FOR CENTRIFUGAL COMPRESSORS 51

Diffuser: i. Inducer t h r o a t conditions: Using

an i t e r a t i v e procedure t h e program o b t a i n s
i. Vaneless space flow c a l c u l a t i o n t h e r e q u i r e d choke margin (Q/Qch) by
a d j u s t i n g t h e i m p e l l e r i n l e t vane angles
v i i . Vane geometry d e f i n i t i o n u n t i l t h e necessary t h r o a t a r e a i s
obtained, t h e l a t t e r being c a l c u l a t e d
v i i i . Performance e s t i m a t i o n method from:
r3 ' s h r
ix. Manufacturing procedure A* = Nf / o . dr
A f u r t h e r requirement of a c e n t r i f u g a l " 'hub
compressor design procedure i s t h e c a p a b i l i t y
t o p r e d i c t o v e r a l l s t a g e performance character- where t h e t h r o a t width o a t r a d i u s r i s
i s t i c s , both a t design and off-design. Although given by an e m p i r i c a l expression i n terms
a performance p r e d i c t i o n method has been devel- of hub and shroud diameters, vane thick-
oped (3) a t NGTE i t s d e s c r i p t i o n i s considered n e s s , and vane a n g l e s (4). Incidence and
t o b e beyond t h e scope of t h i s Paper. Some r e l a t i v e Mach numbers are a l s o obtained.
measure of i t s s u c c e s s f u l n e s s may b e observed
l a t e r i n t h e Paper, however, where measured ii. I m p e l l e r t i p 'mixed-out' condi-
compressor c h a r a c t e r i s t i c s are compared w i t h t i o n s : The i m p e l l e r t i p c o n d i t i o n s a f t e r
predictions. assupled instantaneous mixing of impeller
boundary l a y e r and core flow a r e obtained,
The p a r t i c u l a r methods used i n the NGTE as i s customary, by s o l v i n g t h e equation
design procedure t o s a t i s f y each of t h e above of work between the i n l e t mean r a d i u s and
requirements ( i ) t o ( i x ) are described i n t h e t h e i m p e l l e r t i p , t o g e t h e r w i t h conserva-
S e c t i o n s t h a t follow. F i g u r e 1 shows a s u m q t i o n of mass f l u x and an expression f o r
flow c h a r t of t h e e n t i r e design package. s l i p velocity.
2.1 Preliminary design The E u l e r work equation is:
The f i r s t requirement i n any compressor
design i s t o c a r r y o u t a preliminary study i n
which a number of candidate compressor designs
a r e examined i n o r d e r t o optimise o v e r a l l design where p i s an e m p i r i c a l 'power i n p u t
parameters f o r t h e r e q u i r e d duty and w i t h i n f a c t o r ' t o account f o r t h e p a r a s i t i c
o t h e r c o n s t r a i n t s which w i l l i n v a r i a b l y b e e f f e c t s on t h e enthalpy rise due t o
p r e s e n t . I n a d d i t i o n t o t h e ' f i x e d ' parameters windage and r e c i r c u l a t i n g leakage flows.
which d e f i n e t h e duty (eg p r e s s u r e r a t i o , mass From t h e i m p e l l e r e x i t v e l o c i t y t r i a n g l e
flow) and o t h e r e s s e n t i a l l y constrained para- (Figure 3)
meters ( e g i m p e l l e r hub diameter, assumed
e f f i c i e n c y ) , t h e r e w i l l b e c e r t a i n parameters
which w i l l have ' p r e f e r r e d ' v a l u e s according t o
t h e i r a n t i c i p a t e d e f f e c t on compressor perform-
vm5 = Jw: - (u, - vw5)2

ance, l e a v i n g some ' f r e e ' parameters whose

values w i l l be determined by t h e a p p r o p r i a t e
aero-thermodynamic r e l a t i o n s h i p s . I t i s the job
of the Preliminary Design Program ( 4 ) t o enable
t h e designer t o optimise h i s ' p r e f e r r e d ' para- Having obtained AH from t h e r e q u i r e d
meters, by a p p r o p r i a t e s e l e c t i o n of values f o r s t a g e p r e s s u r e r a t i o and assumed
the ' f r e e ' parameters w h i l e keeping w i t h i n t h e e f f i c i e n c y , WS from t h e p r e s c r i b e d
u n a l t e r a b l e c o n s t r a i n t s . Reference 4 gives f u l l v e l o c i t y r a t i o and i m p e l l e r i n l e t
d e t a i l s of t h i s program b u t t h e e s s e n t i a l s are c o n d i t i o n s , and Vslip from Wiesner's
now summarised. formula (5)

Figure 2 shows t h e i n p u t and output para-

meters. I n i t i a l l y t h e program computes t h e
impeller approach flow c o n d i t i o n s from t h e i n p u t
values of mass flow, i n l e t annulus dimensions
and prewhirl. A sequence of c a l c u l a t i o n s i s equations (1) , (2) and (3) may be solved
then performed which may be c a t e g o r i s e d as for V and US (and hence t h e t i p
w5' vm/
follows:
diameter Ds ) .
i. Inducer t h r o a t c o n d i t i o n s , f o r
given choke margin Use of assumed i m p e l l e r e f f i c i e n c y and
c o n t i n u i t y between i m p e l l e r i n l e t and
ii. Impeller t i p 'mixed-out' conditions e x i t then y i e l d s t h e e x i t s t a g n a t i o n
pressure P and t i p width h.
t,s
iii. Impeller t i p ' c o r e ' conditions
iii. Impeller t i p core conditions:
The c a l c u l a t i o n of mixed-out t i p
c o n d i t i o n s described above i s s u f f i c i e n t
t o give t h e o v e r a l l dimensions of the
i m p e l l e r . However, i n a l a t e r s t a g e of
t h e i m p e l l e r design procedure - t h e
d e t a i l e d i m p e l l e r flow a n a l y s i s-
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52 P. M. CAME

information regarding ' c o r e ' flow x = e v + f

X X
conditions a t t h e t i p i s r e q u i r e d ,
p a r t i c u l a r l y flow angle. This informa- Y = e v + f
t i o n is obtained by s o l v i n g t h e equations Y Y
governing mixing of boundary l a y e r s and
core, using an e m p i r i c a l assumption = zv + f z
r e l a t i n g the t i p blockage f a c t o r B ( i n
the unmixed s t a t e ) t o s t a g e p r e s s u r e with u = 0 along AM, u = 1 along BN, and
r a t i o . The a n a l y s i s i s too lengthy t o be
0 < u < 1 f o r intermediate s t r a i g h t l i n e s lying
described i n t h i s Paper and t h e reader i n t h e s u r f ace.
i s r e f e r r e d t o Reference 4 where t h e f u l l
These p r o p e r t i e s combine t h e v i r t u e s of
a n a l y s i s i s presented.
f l e x i b i l i t y along t h e l e n g t h of t h e vane w i t h
The preceding paragraphs have shown how the p o t e n t i a l manufacturing advantage of
the e s s e n t i a l framework of t h e i m p e l l e r , s i m p l i c i t y of form up t h e h e i g h t of t h e vane.
expressed i n terms of i n l e t and e x i t geometry, The mathematical d e t a i l s of t h e 'patch' tech-
may be c a l c u l a t e d f o r a r e q u i r e d duty. The next nique a r e f u l l y described i n Reference 6.
s t a g e i s t o d e f i n e t h e d e t a i l e d geometry of the
For convenience of handling, t h e tech-
impeller.
nique has been programed f o r use on ?
g r a p h i c a l s t o r a g e tube t e r m i n a l communicating
2.2 Impeller vane geometry d e f i n i t i o n
i n t e r a c t i v e l y with a time-sharing computer (8)
This arrangement allows t h e designer t o set up
.
The vanes of modern i m p e l l e r s are complex
i n i t i a l vane geometries, o b t a i n g r a p h i c a l o r
three-dimensional shapes and thus a convenient
numerical d i s t r i b u t i o n s of p r i n c i p a l vane
and a c c u r a t e method f o r t h e i r d e s c r i p t i o n w a s
geometric parameters, g e n e r a t e p e r s p e c t i v e views
r e q u i r e d . Such a method would be needed not
of the impeller from any a n g l e , o r t o make
only f o r t h e i n i t i a l d e f i n i t i o n of t h e impeller
a l t e r a t i o n s t o t h e geometry, a l l with maximum
shape and i n the f i n a l s t a g e of communicating
convenience.
manufacturing d a t a , b u t a l s o i n t h e i n t e r v e n i n g
phases of providing geometric d a t a f o r aero-
2.3 Aerodynamic a n a l y s i s of i m p e l l e r flow
dynamic and stress analyses and p o s s i b l e con-
sequent geometry modification and r e - d e f i n i t i o n .
Over t h e p a s t few y e a r s t h e r e has taken
I t i s t h i s prominent theme of d e f i n i t i o n ,
p l a c e an accumulation of experimental d a t a which
handling, and t r a n s l a t i o n of t h e geometry of a
show t h a t t h e flow w i t h i n a c e n t r i f u g a l impeller
complicated three-dimensional o b j e c t which l e d
t o t h e development of a new technique f o r
i s extremely complicated. Viscous, three-
dimensional, and time-dependent phenomena abound,
impeller geometry d e f i n i t i o n ( 6 ) . The essence
producing an environment which a t p r e s e n t d e f i e s
of t h e technique i s t o d e s c r i b e t h e impeller
rigorous a n a l y s i s and which, i n the r e a l world
vanes p r e c i s e l y by means of a n a l y t i c s u r f a c e s .
The i n i t i a l s k e l e t o n , defined by t h e o v e r a l l of t h e compressor d e s i g n e r , i s t r e a t e d with
impeller dimensions and vane i n l e t and o u t l e t analyses which are i n v i s c i d , two-dimensional,
and time-invariant. However, w i t h t h e s e
angles provided by t h e Preliminary Design
admissions o v e r , i t can be s t a t e d t h a t the
Program, i s c l o t h e d w i t h t h r e e a n a l y t i c
comparatively r e c e n t adoption i n t h e l a s t decade
surfaces - t h e camber s u r f a c e , t h e s u c t i o n
of t h e i n v i s c i d throughf low c a l c u l a t i o n i n t o
-
s u r f a c e , and t h e p r e s s u r e s u r f a c e which then
impeller a n a l y s i s armouries (eg References 1 and
e n t i r e l y d e f i n e t h e impeller shape, Figure 4.
9) has apparently l e d t o impeller performances
Each of t h e t h r e e s u r f a c e s comprises a number
which r e p r e s e n t very considerable improvements
(about four) of sub-surfaces o r ' p a t c h e s ' , a
upon the achievements of t h e previous generation
p a r t i c u l a r v a r i e t y of three-dimensional s u r f a c e
of i m p e l l e r s t o which even t h e most humble form
s t u d i e d by Coons ( 7 ) . The patch chosen f o r t h e
of i n t e r n a l flow c a l c u l a t i o n w a s unknown.
p r e s e n t purpose i s c a l l e d a ' c u b i c - l i n e a r '
patch because i t s a n a l y t i c form i s such t h a t i t
A f t e r c o n s i d e r a t i o n of t h e a p p l i c a b i l i t y
may be imagined t o be generated e i t h e r by an
of the v a r i o u s i n v i s c i d turbomachine flow
i n f i n i t e number of cubic curves l y i n g i n t h e
methods, t h e m a t r i x throughf low method of Marsh
d i r e c t i o n of changing u, F i g u r e 4 , o r by an
(10) w a s s e l e c t e d f o r t h e primary aerodynamic
i n f i n i t e number of s t r a i g h t l i n e s l y i n g i n t h e
a n a l y s i s t o o l . As i s well-known, t h e through-
d i r e c t i o n of changing v.
flow equations r e p r e s e n t the flow w i t h i n a
turbomachine b l a d e passage by the flow on an
Thus, with r e f e r e n c e t o Figure 4 , t h e
imagined hub-to-shroud 'mean-s tream-surf ace'
coordinates along curves such as AB and MN are
whose o r i e n t a t i o n and t h i c k n e s s must u s u a l l y be
given by equations of the form
implied from t h e o r i e n t a t i o n and t h i c k n e s s of
x = a u 3 + b u 2 + c u+dx t h e b l a d e s themselves. Where t h e b l a d e thick-
X X X n e s s i s very non-uniform ( i e h e a v i l y p r o f i l e d ,
as i n an a x i a l t u r b i n e ) o r where t h e flow i s
y = a u 3 + b u 2 + c u + d
Y Y Y Y n o t wholly guided by t h e b l a d e s , (as a t t h e
z = a u 3 + b Z u a + cu + d i n l e t t o an a x i a l compressor b l a d e row), the
unaided mean-stream-surface throughflow model
may be expected t o be only a very weak approxi-
w i t h v = 0 along AB, v = 1 along MN and with mation of the a c t u a l flow and the support of
0 < v < 1 f o r i n t e r m e d i a t e curves. The bound- blade-to-blade methods (Reference 11, f o r
a r i e s AM and BN are r e p r e s e n t e d by l i n e a r example) f o r t h e refinement of t h e l o c a t i o n and
equations: o r i e n t a t i o n of t h e mean-stream-surface may be
sought. The flow i n a c e n t r i f u g a l i m p e l l e r ,
however, i s f o r t h e most p a r t well-guided by

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 THE DEVELOPMENT, APPLICATION AND EXPERIMENTAL EVALUATION
OF A DESIGN PROCEDURE FOR CENTRIFUGAL COMPRESSORS
t h e vanes, which are a d d i t i o n a l l y of compar-
a t i v e l y uniform t h i c k n e s s and thus i t i s reason-
a b l e t o suppose t h a t t h e unaided mean-stream-
s u r f a c e throughflow model may be a s u f f i c i e n t l y
r e l i a b l e r e p r e s e n t a t i o n of t h e flow. Reference
1 2 g i v e s comparisons of throughflow p r e d i c t i o n s
with p r e d i c t i o n s by a quasi-three-dimensional
method (throughflow p l u s blade-to-blade) i n a
c e n t r i f u g a l impeller which provide s u p p o r t i n g
evidence f o r t h i s view. A r i g o r o u s blade-to-
b l a d e s o l u t i o n n a t u r a l l y y i e l d s flow conditions
on the vane s u r f a c e s themselves, c e r t a i n l y a
u s e f u l c a p a b i l i t y i n c e n t r i f u g a l impeller
a n a l y s i s . The throughflow c a l c u l a t i o n can
provide t h i s information i n an approximate form,
however, by means of a supplementary c a l c u l a t i o n
of c i r c u m f e r e n t i a l p r e s s u r e d i f f e r e n c e , using
t h e computed mean-s tream-surf a c e r e la t i v e
v e l o c i t y v e c t o r t o g e t h e r w i t h e i t h e r angular
momentum o r a b s o l u t e c i r c u l a t i o n c o n s i d e r a t i o n s .
Figure 5 shows a comparison of vane s u r f a c e
r e l a t i v e Mach number d i s t r i b u t i o n s c a l c u l a t e d
f i r s t l y by t h e r i g o r o u s blade-to-blade a n a l y s i s
(11) and secondly by t h e throughflow a n a l y s i s
with approximate 'b 1ade- to-b l a d e ' supp 1emen t a r y
c a l c u l a t i o n . I t can be seen t h a t , a p a r t from
t h e region upstream of t h e t h r o a t , t h e two
analyses are i n reasonable agreement. The
p r e d i c t i o n s by t h e simpler approximate method
a r e u n r e l i a b l e between leading-edge and t h r o a t
because of unavoidable d i s c o n t i n u i t i e s i n the
mean-streanrsurface a t t h e leading-edge. The
accuracy of t h e more r i g o r o u s method may a l s o
be i n doubt h e r e , however, because of d i f f i c u l t y
i n p r e d i c t i n g t h e e f f e c t of leading-edge shape,
occurrence of supersonic r e l a t i v e Mach numbers,
and l i m i t s on f i n e n e s s of c a l c u l a t i n g g r i d
spacing. I t has been concluded t h a t t h e b e s t
and q u i c k e s t p r a c t i c a b l e approach t o i m p e l l e r
aerodynamic design i s o f f e r e d by t h e through-
flow method.
The p a r t i c u l a r program of t h e Marsh
throughflow c a l c u l a t i o n i n use i n t h e NGTE
design system (13) has been modified f o r use
i n c e n t r i f u g a l i m p e l l e r s . The m o d i f i c a t i o n s
are as follows:
i. Re-dis t r i b u t i o n of mean-s tream-
s u r f a c e camber angle i n t h e r a d i a l -
and
nearly radial - p o r t i o n of t h e i m p e l l e r
i n o r d e r t o s i m u l a t e t h e e f f e c t of s l i p
a s i n d i c a t e d i n Figure 6. Elsewhere
t h e mean-stream s u r f a c e i s i d e n t i c a l t o
t h e vane cabber s u r f a c e ( s e e Figure 7
f o r angle d e f i n i t i o n s ) . This r e d i s t r i b u -
t i o n i s achieved by means of a smooth
curve j o i n i n g the v a l u e of t h e vane
camber angle a t the beginning of the
l a s t p a t c h t o the v a l u e of t h e core flow
e x i t angle as c a l c u l a t e d i n t h e
Preliminary Design procedure.
ii. Allowance f o r s i m u l a t i o n of
boundary l a y e r blockage, estimated
e x t e r n a l t o t h e program, t o b e incor-
porated on hub, shroud and vane s u r f a c e s .
A l t e r n a t i v e l y , flow i r r e v e r s i b i l i t i e s
may b e simulated by a chosen d i s t r i b u t i o n
of p o l y t r o p i c e f f i c i e n c y .
iii. The a b i l i t y t o c a t e r f o r i n t e r -
vanes i n the c a l c u l a t i o n of approximate
vane s u r f ace flow conditions . t i o n i n t o t h e r e q u i r e d f i n i t e element i d e a l i s a -
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53
The geometric d a t a p r e p a r a t i o n f o r the
throughflow program i s daunting b u t by v i r t u e
of the mathematical geometry modelling technique
the impeller vane geometry may be r a p i d l y
t r a n s l a t e d v i a an i n t e r f a c e program i n t o t h e
form r e q u i r e d by t h e throughf low program.
Having obtained a throughf low s o l u t i o n
f o r a given i m p e l l e r geometry, assessment of
t h e q u a l i t y of t h e design as r e p r e s e n t e d by
t h i s a n a l y s i s must then b e made and, i f
n e c e s s a r y , adjustment t o t h e i m p e l l e r geometry
c a r r i e d o u t b e f o r e subsequent r e - a n a l y s i s
(Figure 1 ) . This almost t o t a l l y computer based
process a i d s t h e r a p i d aerodynamic assessment
of many design v a r i a n t s . I n t h e absence of an
i n - b u i l t boundary l a y e r c a l c u l a t i o n t h e c r i t e r i a
a t p r e s e n t used t o assess the p r e d i c t e d v e l o c i t y
d i s t r i b u t i o n s are:
i. Minimisation of p r e s s u r e g r a d i e n t s
on vane, hub and shroud s u r f a c e s f o r
avoidance of two-dimensional boundary
l a y e r s e p a r a t i o n . More p r e c i s e l y ,
W/W max Q 0.65 on any s u r f a c e , following
References 1 4 and 15.
ii. Avoidance of peaks i n t h e
d i s t r i b u t i o n of vane-to-vane p r e s s u r e
d i f f e r e n c e i n o r d e r t o minimise secondary
flow, and t h e e f f e c t of s t r e a m l i n e
c u r v a t u r e upon boundary l a y e r s t a b i l i t y .
More p r e c i s e l y , > 0.7, follow-
msY 'rns
i n g References 1 and 16.
F u r t h e r understanding of t h e a p p l i c a t i o n
of t h e throughflow a n a l y s i s may be gained from
the l a t t e r h a l f of t h i s Paper which d e s c r i b e s
the design of a 6.5 p r e s s u r e r a t i o compressor.
2.4 I m p e l l e r stress a n a l y s i s
The trend towards h i g h e r s t a g e p r e s s u r e
r a t i o s i n t r o d u c e s h i g h e r impeller t i p speeds
and h i g h e r a i r temperatures, thus confronting
t h e designer w i t h t h e p o t e n t i a l d i f f i c u l t i e s
of a more h i g h l y s t r e s s e d i m p e l l e r whose
material s t r e n g t h p r o p e r t i e s are declining in
t h e h i g h e r temperature environment. The
f r e q u e n t use of i n l e t p r e w h i r l t o o b t a i n
aerodynamic advantage i n t h e inducer f u r t h e r
i n c r e a s e s i m p e l l e r t i p speed f o r a given duty
while the widespread adoption of impeller vanes
which are swept-back a t e x i t imposes a f u r t h e r
i n c r e a s e of tip-speed and i n t r o d u c e s a d d i t i o n a l
bending stresses i n t h e non-radially a l i g n e d
vane elements. The requirement f o r a s t r e s s
a n a l y s i s method capable of handling three-
dimensional stresses i n an a r b i t r a r y geometry
need h a r d l y b e emphasized.
For t h e NGTE i m p e l l e r design package,
the three-dimensional f i n i t e element stress
a n a l y s i s program known as 'Finesse' developed
a t t h e U n i v e r s i t y College of Swansea (17) was
s e l e c t e d . The program has been s p e c i a l l y modi-
f i e d f o r a p p l i c a t i o n t o i m p e l l e r s (18). The
geometric d a t a r e q u i r e d are formidable, as with
t h e aerodynamic a n a l y s i s program, b u t with t h e
use of a f u r t h e r i n t e r f a c e program t h e t r a n s l a -
t i o n of t h e geometry from t h e ' p a t c h ' representa-
t i o n becomes r e l a t i v e l y easy. I f t h e stress
a n a l y s i s of a p a r t i c u l a r i m p e l l e r geometry
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i n d i c a t e s t h a t a geometric r e v i s i o n i s necessary
i n o r d e r t o o b t a i n a c c e p t a b l e s t r e s s e s (eg a
thickening of t h e vane r o o t ) , then t h e 'patch'
m o d i f i c a t i o n program may b e re-entered i n order
t o e f f e c t t h e necessary a l t e r a t i o n ( F i g u r e 1 ) .
The stress a n a l y s i s program i s capable
of c a l c u l a t i n g both t h e d i r e c t and bending
stresses s e t up by t h e r o t a t i o n of t h e i m p e l l e r
and i t may a l s o c a l c u l a t e s t r e s s e s induced by
non-uniformity of temperature through the
i m p e l l e r , given t h e temperature d i s t r i b u t i o n .
Knowledge of t h e l a t t e r may only b e obtained
from a s e p a r a t e s o l u t i o n of t h e temperature
p o t e n t i a l e q u a t i o n s , knowing t h e temperature
boundary conditions. However, a r e c e n t
comparative s t u d y a t NGTE of t h e stresses i n
an i m p e l l e r f o r an 8 / 1 p r e s s u r e r a t i o compressor
suggests t h a t temperature-induced s t r e s s e s a r e
small i n r e l a t i o n t o rotation-induced s t r e s s e s .
2.5 Impeller manufacturing procedure
When an i m p e l l e r design has been obtained
which i s considered t o b e s a t i s f a c t o r y on the
b a s i s of t h e r e s u l t s of b o t h aerodynamic and
s t r e s s analyses as described above i t i s then
r e q u i r e d t o convert t h e design i n t o s u i t a b l e
manufacturing information. I t w i l l have been
noted t h a t , by v i r t u e of the e x t e n s i v e use of
computer techniques throughout the design
process, t h e use of t h e engineering drawing
f o r d i s p l a y o r communication of geometric d a t a
has been e n t i r e l y absent. By v i r t u e of t h e
e x i s ten ce of numerical ly- con t r o 1l e d machining
t h e r e i s no n e c e s s i t y t o i n t e r p o s e drawings
even a t t h e manufacturing s t a g e . With another
i n t e r f a c e program t h e 'patch' geometry
r e p r e s e n t a t i o n may b e t r a n s l a t e d i n t o d a t a
which d e f i n e t h e r e l a t i v e movement and o r i e n t a -
t i o n of the c u t t i n g - t o o l of a numerically-
c o n t r o l l e d m i l l i n g machine. An e x i s t i n g three-
a x i s NC machine was adapted f o r t h e machining
of i m p e l l e r s a t NGTE by t h e a d d i t i o n of two
f u r t h e r axes of movement, t h e t h r e e numerically-
c o n t r o l l e d l i n e a r motions b e i n g supplemented by
a r o t a t i o n a x i s and a t i p p i n g a x i s which a r e
c o n t r o l l e d through h y d r a u l i c linkages from cams
following a p p r o p r i a t e l y shaped templates.
As an a l t e r n a t i v e t o N C machining,
s p e c i a l purpose i n t e r f a c e programs have been
devised i n o r d e r , f o r example, t o g e n e r a t e
d a t a f o r t h e manufacture of t o o l i n g f o r the
c a s t i n g of an i m p e l l e r , should t h i s b e t h e
p r e f e r r e d method of manufacture.
2.6 Method of d i f f u s e r design,
i n c l u d i n g v a n e l e s s space
I n order t o have a v a i l a b l e f o r the vaned
d i f f u s e r design a knowledge of t h e gas conditions
a t the vaned d i f f u s e r approach s t a t i o n i t i s
necessary t o c a l c u l a t e t h e development of t h e
flow from t h e known conditions a t t h e i m p e l l e r
t i p (which a r e included i n t h e information
c a l c u l a t e d by t h e Preliminary Design Program,
Figure 2 ) . The d e t a i l s of a c a l c u l a t i o n method
f o r t h e flow i n t h e v a n e l e s s space are given
i n Reference 3. B r i e f l y , t h e method combines
t h e equations of motion r e l a t i n g t o t h e average
flow conditions o b t a i n i n g a t any r a d i a l s t a t i o n
with t h e momentum i n t e g r a l r e l a t i o n f o r t h e
boundary l a y e r development on t h e f r o n t and
rear w a l l s . S t a r t i n g w i t h t h e known conditions
Proc lnstn Mech E m s Vol 192
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P. M. CAME
a t t h e impeller t i p - t h e s e being assumed
e n t i r e l y uniform o r 'mixed-out' - the r e s u l t i n g
d i f f e r e n t i a l equations are solved stepwise a t
s t a t i o n s of s u c c e s s i v e l y i n c r e a s i n g r a d i u s f o r
Mach nu&er and flow angle of t h e freestream,
and f o r t h e boundary l a y e r momentum t h i c k n e s s ,
u n t i l t h e p r e s c r i b e d vaned d i f f u s e r leading-edge
s t a t i o n i s reached.
Armed w i t h t h i s knowledge of the vaned
d i f f u s e r approach conditions t h e designer may
then s e l e c t the channel d i f f u s e r t h r o a t area.
I n i t i a l l y , t h i s r e q u i r e s two assumptions:
f i r s t l y , t h a t t h e d i f f u s e r t h r o a t i s choked
( i e Mthr = 1) and secondly, t h a t the blockage
between t h e approach s t a t i o n s and t h e t h r o a t
does n o t change. These assumptions are n o t i n
f a c t v a l i d because t h e compressor design p o i n t
should obviously n o t coincide w i t h d i f f u s e r
choking though i t may w e l l approach t h i s
condi t,ion, and some boundary l a y e r thickness
i n c r e a s e w i l l almost c e r t a i n l y occur. However,
an i n i t i a l t h r o a t area estimate i s obtained
which i s probably n o t too remote from t h a t
a c t u a l l y r e q u i r e d s i n c e flow areas change l i t t l e
when t h e Mach number i s i n t h e region of unity.
The s u c t i o n s u r f a c e vane angle i s made equal t o
the approach flow a n g l e and w i t h t h e a d d i t i o n a l
s p e c i f i c a t i o n of vane number and e x i t r a d i u s ,
t h e d i f f u s e r o v e r a l l channel geometry may be
defined. A computer program (19) f o r d i f f u s e r
geometry d e f i n i t i o n has been developed which
enables t h e designer t o make small changes t o
t h e passage e x i t divergence angle i n order t o
o b t a i n t h e d e s i r e d combination of t h e two
geometric parameters which most a f f e c t t h e
d i f f u s e r channel performance, namely length/
t h r o a t - w i d t h and area r a t i o . The values of
t h e s e two parameters a r e s e l e c t e d by r e f e r e n c e
t o t h e p r e s s u r e recovery performance d a t a
published by Runstadler e t a 1 (20). Having
e s t a b l i s h e d an i n i t i a l vaned d i f f u s e r geometry,
a check on t h e t h r o a t area may then b e made by
conducting a more thorough a n a l y s i s of t h e flow
i n t h e semi-vaneless space w i t h t h e two approxi-
mations mentioned above obviated. The f r e e -
stream and boundary l a y e r equations i n the semi-
v a n e l e s s space are solved using t h e previously
c a l c u l a t e d approach conditions and approximate
t h r o a t a r e a t o o b t a i n the t h r o a t Mach number
and blockage. I t i s then p o s s i b l e t o e s t i m a t e
t h e d i f f u s e r choke flow margin f o r the i n i t i a l l y
s e l e c t e d t h r o a t area. I n t h e event of t h e
r e q u i r e d chpke margin n o t being achieved
s u i t a b l e minor changes i n t h r o a t a r e a may b e .
made w i t h o u t s i g n i f i c a n t l y a f f e c t i n g t h e rest
of t h e vane geometry. F i n a l l y , t h e d i f f u s e r
geometry program g e n e r a t e s a coordinate
d e s c r i p t i o n of t h e vane geometry which i s then
used t o provide manufacturing d a t a f o r a
numerically-con t r o l l e d m i l l i n g machine.
The method described has been developed
c h i e f l y f o r vaned d i f f u s e r s having t r a n s o n i c
approach conditions although t h e p r i n c i p l e s
involved could b e used p e r f e c t l y w e l l f o r
d i f f u s e r s having subsonic approach conditions.
It i s perhaps worth mentioning b r i e f l y
t h e c o n s i d e r a t i o n s which have l e d t o a p r e f e r -
ence f o r t r a n s o n i c d i f f u s e r s a t the NGTE. I n
order f o r t h e d i f f u s e r of a high p r e s s u r e r a t i o
compressor t o b e provided w i t h a subsonic
approach Mach number, a s u f f i c i e n t r a d i a l e x t e n t
of v a n e l e s s space between i m p e l l e r t i p and
 THE DEVELOPMENT, APPLICATION AND EXPERIMENTAL EVALUATION
OF A DESIGN PROCEDURE FOR CENTRIFUGAL COMPRESSORS
diffuser - t y p i c a l l y 20 p e r cent of i m p e l l e r
t i p radius - must b e allowed f o r d i f f u s i o n t o
subsonic c o n d i t i o n s t o take place. Transonic
approach d i f f u s e r s , on t h e o t h e r hand, c l e a r l y
need less v a n e l e s s space - t y p i c a l l y 5 p e r c e n t
of impeller t i p r a d i u s - and so an advantage of
lower o v e r a l l r a d i a l e x t e n t of t h e d i f f u s e r
system i s o f f e r e d , There i s some lower l i m i t
on the p e r m i s s i b l e length of the vaneless space
which i s imposed by t h e p o s s i b i l i t y of excessive
v i b r a t i o n a l e x c i t a t i o n of t h e impeller vanes
due t o c l o s e proximity of t h e d i f f u s e r vanes.
The remaining d i s c u s s i o n then concerns t h e
aerodynamic l o s s e s which are l i k e l y t o be
i n c u r r e d i n subsonic and t r a n s o n i c d i f f u s e r s .
Whether o r n o t t h e impeller boundary l a y e r s
are considered t o mix o u t r a p i d l y a t t h e
impeller t i p , boundary l a y e r growth w i l l occur
on t h e w a l l s of t h e v a n e l e s s space and appreci-
a b l e blockage may be i n c u r r e d up t o t h e d i f f u s e r
leading-edge s t a t i o n . T y p i c a l l y a blockage of
about 5 per cent could be i n c u r r e d w i t h i n a
r a d i u s i n c r e a s e of 5 per c e n t , even assuming
r a p i d mixing of t h e impeller flow. According
t o R u n s t a d l e r ' s d i f f u s e r design d a t a (20) t h r o a t
blockage has a markedly u n d e s i r a b l e e f f e c t on
d i f f u s e r channel recovery and i t appears there-
f o r e t h a t v a n e l e s s space boundary l a y e r growth
should b e minimised by t h e r e d u c t i o n of t h e
e x t e n t of t h e v a n e l e s s space. This argument
favours t h e t r a n s o n i c d i f f u s e r , b u t t h e
p o t e n t i a l advantage of shockless t r a n s i t i o n t o
subsonic flow o f f e r e d by a longer v a n e l e s s space
i s l o s t and t h e subsonic t h r o a t condition must
perhaps be reached through a shock i n t h e semi-
v a n e l e s s space. However, i t i s p o s s i b l e t o
design the i n i t i a l d i f f u s e r vane p r o f i l e t o
achieve t r a n s i t i o n t o subsonic conditions w i t h
only a weak shock, thus avoiding p o s s i b l e
boundary l a y e r growth o r even s e p a r a t i o n through
a s t r o n g shock. I t i s t h e r e f o r e considered t h a t
the t r a n s o n i c d i f f u s e r o f f e r s g r e a t e r compact-
n e s s than does t h e subsonic d i f f u s e r , coupled
with t h e p o t e n t i a l f o r comparable aerodynamic
performance. A major p a r t of t h e vane design
technique described i n Reference 19 i s devoted
t o t h e o b j e c t i v e of o b t a i n i n g e f f i c i e n t
t r a n s i t i o n from s u p e r s o n i c t o subsonic flow i n
the semi-vaneless space; some w i t n e s s of i t s
success i n achieving t h i s aim appears l a t e r
i n t h i s Paper.
This concludes t h e d e s c r i p t i o n of the
c e n t r i f u g a l compressor design procedure. The
second h a l f of t h e Paper now d e s c r i b e s t h e
a p p l i c a t i o n of t h e techniques p r e s e n t e d above
t o t h e design of a 6.5 p r e s s u r e r a t i o compressor.
The experimental e v a l u a t i o n of t h e compressor
on a h i g h speed t e s t r i g i s a l s o described.
3. THE COMPRESSOR DESIGN
3.1 S e l e c t i o n of o v e r a l l design parameters
B r i e f mention has a l r e a d y been made of
the d i f f i c u l t i e s of o b t a i n i n g adequate
e f f i c i e n c y and s u r g e margin from c e n t r i f u g a l
compressor s t a g e s of very high p r e s s u r e r a t i o .
The e f f e c t on i n - s e r v i c e small engine applica-
t i o n s has been t o l i m i t t h e p r e s s u r e r a t i o of
c e n t r i f u g a l s t a g e s t o a maximum of about 8,
with t h e v a s t majority of s t a g e s o p e r a t i n g a t
p r e s s u r e r a t i o s of 5 and below. Where t h e
demands of engine performance r e q u i r e h i g h e r
c y c l e p r e s s u r e r a t i o s t h e c e n t r i f u g a l i s used
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55
only f o r t h e high p r e s s u r e end of t h e compression
system, i t s p r e s s u r e rise being boosted by one
o r more a x i a l s t a g e s upstream. A common arrange-
ment, being a d e s i r a b l e compromise between design
s i m p l i c i t y and high c y c l e e f f i c i e n c y , the t r a d i -
t i o n a l small engine dilemma, i s t o use a s i n g l e
a x i a l s t a g e , of say 1.4 p r e s s u r e r a t i o , ahead
of a c e n t r i f u g a l . A t the p r e s e n t s t a t e of
technology f o r a maximum c y c l e temperature of
1200 K t h e e f f i c i e n c y schedule of such a
combination r e s u l t s i n an optimum o v e r a l l
p r e s s u r e r a t i o of around 9 and t h e r e f o r e a
c e n t r i f u g a l p r e s s u r e r a t i o of about 64. This
reasoning l e d t o a d e c i s i o n t o b a s e t h e experi-
mental NGTE r e s e a r c h programme around t h e s t a g e
p r e s s u r e r a t i o of 6.5. The f i r s t of two
compressors of t h i s duty, designated Compressor
'A', w a s designed p r i o r t o t h e a v a i l a b i l i t y of
t h e new design procedures described i n t h i s
Paper. I t s design and experimental performance
have been f u l l y r e p o r t e d i n Reference 21. The
development of t h e improved design technique
and the s t i l l - p r e s e n t conviction t h a t 6.5 i s a
s e n s i b l e duty around which t o c e n t r e r e s e a r c h
e f f o r t s has l e d t o t h e design a n d t e s t i n g of a
second compressor, designated Compressor ' B ' ,
which i s t h e p r i n c i p a l s u b j e c t of t h e remainder
of t h i s Paper. Compressor ' B ' had two primary
objectives:
i. To improve t h e l e v e l of performance
of c e n t r i f u g a l compressors of 6.5 p r e s s u r e
r a t i o , aiming p r i m a r i l y a t t h e a x i a l /
c e n t r i f u g a l compressor system.
ii. By comparison with t h e experimental
performance of i t s p r e d e c e s s o r , Compressor
' A ' , t o demonstrate t h e b e n e f i t s of the
newly developed NGTE design procedure.
The proposed a p p l i c a t i o n t o a x i a l /
c e n t r i f u g a l compressors a f f e c t s d i r e c t l y one
o t h e r compressor design parameter, namely
s p e c i f i c speed, N While t h e c l a s s i c a l
8'
a n a l y t i c a l l o s s study of B a l j e (22) i n d i c a t e d
t h a t , f o r low p r e s s u r e r a t i o i m p e l l e r s , optimum
e f f i c i e n c y w i l l be achieved a t Ns = 120, with
lower v a l u e s i n c u r r i n g some e f f i c i e n c y p e n a l t y ,
i t w a s pointed o u t by Balje' h i m s e l f , and a l s o
by Morris and Kenny (1) who r e p l o t t e d B a l j k ' s
d a t a , t h a t i n a high p r e s s u r e r a t i o compressor
supersonic e f f e c t s (shock loss and shock-
a s s o c i a t e d boundary l a y e r l o s s ) can become
s i g n i f i c a n t and, s i n c e impeller r e l a t i v e Mach
numbers f a l l w i t h decreasing s p e c i f i c speed,
t h e optimum v a l u e of Ns w i l l be forced below
t h e Baljd optimum. I t i s d e b a t a b l e whether
p r e s e n t experimental experience o r a n a l y t i c a l
e x p e r t i s e are s u f f i c i e n t t o l o c a t e w i t h any
c e r t a i n t y t h e optimum s p e c i f i c speed f o r any
p a r t i c u l a r design p r e s s u r e r a t i o . However,
t h i s d i s c u s s i o n becomes academic i n r e l a t i o n
t o many gas t u r b i n e a p p l i c a t i o n s where o t h e r
f a c t o r s i n f l u e n c e t h e choice of s p e c i f i c
speed. Blade r o o t s t r e s s e s i n t h e d r i v i n g
t u r b i n e l i m i t the r o t a t i o n a l speed and hence
t h e s p e c i f i c speed. This l i m i t i n g s p e c i f i c
speed i s i n v a r i a b l y w e l l below t h e 'incompress-
i b l e ' optimum of 120 and i s lower f o r a c e n t r i -
f u g a l compressor forming p a r t of an axial/
c e n t r i f u g a l combination than f o r one which
alone provides t h e e n t i r e c y c l e compression.
By examination of a number of p a r t i c u l a r engine
designs t h e s p e c i f i c speed of b o t h 'A' and 'B'
Roc Instn Mech Engrs Val 192
56 P. M. CAME

Compressors w a s s e l e c t e d t o b e 68, a value Impeller shroud i n l e t (&shr) 0.975

c o n s i s t e n t with the s t a g e pressure r a t i o of 6.5 r e l a t i v e Mach number
and with the c o n s t r a i n t s discussed above on the
stress l i m i t a t i o n s of a turbine d r i v i n g an a x i a l / Impeller shroud incidence (" shr) 7O
c e n t r i f u g a l combination of pressure r a t i o of
approximately 9. Impeller shroud vane (B3 shr) 53.81'
angle
A s an i n t e r i m summary then, the p r i n c i p a l
design parameters of b o t h Compressors 'A' and Impeller hub incidence ( i s hub) 14.4'
'B ' are:

Pressure r a t i o 6.5
Impeller hub vane angle
( "hub) 31.36'

Impeller t i p diameter (d5) 274.8 mm

S p e c i f i c speed 68
Axial width j u s t down-
The requirement t o t e s t t h e compressors on the stream of impeller t i p - (h,) 6.11 mm
NGTE high speed r i g led t o the s p e c i f i c a t i o n i n i t i a 1l y
of the following a d d i t i o n a l parameters:
Impeller t i p absolute (a) 1.11
Mass flow 1.81 kg/s Mach number

Rotational speed 40 000 rev/min Work i n p u t parameter (AH/U: 0.80

3.2 Preliminary design I t w i l l have been n o t i c e d t h a t the impeller

vane camber angle has been chosen t o be non-zero
Having e s t a b l i s h e d t h e p r i n c i p a l o v e r a l l at exit - the vanes are 'swept-back' r a t h e r than
-
d e s i m parameters given above, it was then r a d i a l . This i s i n c o n t r a s t t o Impeller 'A'
whose vanes were r a d i a l . The p o t e n t i a l
p o s s i b l e t o use t h e Preliminary Design Program
t o t a k e t h e design of Compressor 'B' a s t a g e advantages of sweep-back are by 'now well-known
f u r t h e r . The following t a b l e shows t h e values and w i l l n o t b e r e - s t a t e d here. No f u l l y
of a l l parameters t h a t a r e required as d a t a f o r q u a n t i t a t i v e means of searching f o r an optimum
t h e Preliminary Design Program (Figure 2 ) . value of sweep-back w a s a v a i l a b l e so from a
p a r t i a l l y q u a l i t a t i v e balance of t h e aerodynamic
Assumed o v e r a l l o r s t a g e (nl-,) 0.78 and mechanical f a c t o r s , a value of 3 0' was
isentropic efficiency chosen. This would give a very worthwhile
reduction i n d i f f u s e r approach Mach number
Assumed impeller (ill-5 1 0.87 r e l a t i v e t o t h a t provided by t h e radially-bladed
isentropic efficiency 'A' Impeller (from 1.25 t o about 1.05) while
a t the same t i m e t h e i n c r e a s e i n t i p speed
Impeller p r e s s u r e r a t i o (R1-5) 7.65 (from 521 m / s t o 575 m/s) would n o t be l i k e l y
t o impose too severe a problem i n s t r e s s i n g ,
even with the f u r t h e r a d d i t i o n a l bending
Prewhirl angle (a3 1 zero stresses due t o t h e non-radial vanes. The
p o t e n t i a l aerodynamic b e n e f i t s on vane loading
Number of f u l l vanes (Nf) 17 and surge margin were not q u a n t i f i a b l e a t the
preliminary design stage.
Number of intervanes (Nil 17
A f u r t h e r item i n the t a b l e of prelim-
Impeller r e l a t i v e v e l o c i t y (wS /w3 shr) 0.625 inary design parameters given above which i s
ratio f e l t t o b e worthy of f u r t h e r comment i s the
f a i r l y high value of 7 degrees s e l e c t e d f o r the
Eye hub diameter
(d3 hub) 60.96 x
m impeller incidence a t the shroud. Figure 8 (a)
shows how i n c r e a s i n g incidence increases t h r o a t
Eye shroud diameter
( dBshr) 134.6 mm width and Figure 8 (b) shows t h e r e s u l t i n g
v a r i a t i o n of choke flow margin over a range of
Impeller i n l e t a x i a l values of shroud incidence f o r a mixed i n l e t
velocity a t shroud/inlet (A) 1.1 annulus and with t h e assumption of a r a d i a l
a x i a l v e l o c i t y a t mean leading edge (which r e l a t e s t h e hub incidence
radius t o t h e shroud incidence). I t w i l l be seen t h a t
f o r the required design flowlchoke-flow r a t i o
Flow margin ( i e design of 0.91, a value of shroud incidence of approx-
flow/ inducer choking 0.91 imately 7' i s necessary. While i t might be
(QIQCh)
flow) argued t h a t the flow r a t i o could have been
increased somewhat i n order t o ease what might
Impeller vane e x i t (84) 30' b e considered t o b e a r a t h e r high value of
angle ( 'sweepback') incidence, i t w i l l be seen l a t e r from t h e t e s t
r e s u l t s t h a t t h i s apparently over-generous
Upon provision of these d a t a the choice of choke flow r a t i o w a s w e l l j u s t i f i e d .
Preliminary Design Program c a l c u l a t e d the Also some support f o r the s e l e c t e d value of
following values of the remaining parameters incidence may be obtained from a x i a l compressor
necessary f o r t h e b a s i c o v e r a l l design: experience from which examples of apparently
successful transonic fan r o t o r rows operating
u n s t a l l e d a t s u r p r i s i n g l y high incidence may be
drawn; o t h e r c e n t r i f u g a l designers have a l s o

Proc lnstn Mech Engrs Vol 192

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 THE DEVLLOPMENT, APPLICATION AND EXPERIMENTAL EVALUATION
OF A DESIGN PROCEDURE FOR CENTRIFUGAL COMPRESSORS
u t i l i s e d a x i a l fan d a t a as a guide t o incidence
s e l e c t i o n ( 2 3 ) . A t r e l a t i v e Mach numbers of
about u n i t y , a! i n t h e p r e s e n t design, an
incidence of 7 would appear t o be acceptable.
3.3 Design of t h e impeller vanes
The s e l e c t i o n of annulus dimensions and
vane angles a t i n l e t and e x i t of t h e i m p e l l e r
has been d e s c r i b e d i n t h e previous paragraphs.
I n order t o complete t h e impeller s k e l e t o n
which i s t o be clothed w i t h a n a l y t i c s u r f a c e s
some f u r t h e r geometric choices must be made.
These are t h e o v e r a l l a x i a l length of t h e
impeller vanes, and t h e a n g l e 0 a t hub and
shroud a t both i n l e t and e x i t of t h e impeller.
Values of t h e s e d a t a were s e l e c t e d as advised
i n Reference 6 and are given below. They a r e
t o be regarded a t t h i s s t a g e of t h e design as
preliminary values only, t o b e changed i f t h e
sub sequent aerodynamic ana ly s i s should i n d i c a t e
the need.
8 a t hub i n l e t 10 degrees
8 a t hub e x i t 90 degrees
8 a t shroud i n l e t 0 degrees
8 a t shroud e x i t 87.5 degrees
O v e r a l l a x i a l length 83.91 mm
of i m p e l l e r vanes
The i m p e l l e r ' s i n i t i a l s k e l e t o n now being
complete, t h e vane geometry d e f i n i t i o n program
s u i t e was used t o s e t up f i r s t l y , an i n i t i a l
meridional s e c t i o n and secondly, a f u l l y three-
dimensional vane shape w i t h both thickness and
camber d i s t r i b u t i o n s . The i n i t i a l d i s t r i b u t i o n s
of hub and shroud diameter and of vane t h i c k n e s s
and canber w e r e s e l e c t e d on a n e a r - a r b i t r a r y
b a s i s by j o i n i n g t h e known values of t h e s e
parameters a t i m p e l l e r i n l e t and o u t l e t w i t h
smooth, s e n s i b l y chosen d i s t r i b u t i o n s . Geometric
d a t a f o r t h e f i r s t aerodynamic a n a l y s i s were then
generated using the a p p r o p r i a t e d a t a t r a n s f e r
program. The subsequent d e t a i l e d process of
repeated aerodynamic a n a l y s i s u s i n g t h e m a t r i x
throughflow program coupled w i t h repeated
geometric r e v i s i o n using t h e i n t e r a c t i v e
geometry modelling program involved eleven
i t e r a t i o n s i n a l l . An account of t h i s sequence
of t r i a l , a n a l y s i s , and re-design i s considered
t o b e beyond t h e scope of t h i s Paper and the
r e a d e r i s r e f e r r e d t o Reference 24. Here i t
w i l l be s u f f i c i e n t t o d e s c r i b e t h e f i n a l out-
come which w a s t h e r e s u l t of e f f o r t s t o s a t i s f y
t h e impeller vane aerodynamic design c r i t e r i a
mentioned e a r l i e r i n t h i s Paper. Figure 9
suuunarises t h e f i n a l geometry of t h e I m p e l l e r % '
i n terms of t h e meridional view and t h e
d i s t r i b u t i o n of camber angle ( B ) f o r hub and
shroud p l o t t e d a g a i n s t percentage meridional
d i s t a n c e (m). I t w i l l be observed t h a t f o r t h e
f i r s t 10 t o 15 p e r c e n t of meridional d i s t a n c e
a t t h e shroud the camber angle i s reduced only
s l i g h t l y . This mild v a r i a t i o n of camber up t o
t h e inducer t h r o a t w a s s e l e c t e d i n an attempt
t o avoid supersonic a c c e l e r a t i o n of t h e s u c t i o n
s u r f a c e following t h e j u s t subsonic r e l a t i v e
approach Mach number of 0.975.
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51
F i g u r e s 10 and 11 summarise t h e aero-
dynamic a n a l y s i s of t h e f i n a l impeller geometry.
Figure 10 shows, f o r hub and shroud, d i s t r i b u -
t i o n s of vane s u r f a c e r e l a t i v e v e l o c i t y and
Figure 11 shows t h e same r e s u l t t r a n s l a t e d i n t o
terms of vane-to-vane loading c o e f f i c i e n t ,
AP . I t w i l l b e seen t h a t theaerodynamic
Y 'ms Hm:
design c r i t e r i a have l a r g e l y been s a t i s f i e d .
The vane-to-vane loading c o e f f i c i e n t , Figure 11,
s l i g h t l y exceeds 0.7 a t the shroud i n the region
of the impeller t i p b u t h e r e the p r e d i c t e d load-
ings a r e u n r e a l i s t i c a l l y high s i n c e c l o s u r e of
t h e loading t o zero must i n f a c t take p l a c e a t
t h e t r a i l i n g edge, a condition which t h e approx-
imate c a l c u l a t i o n of c i r c u m f e r e n t i a l p r e s s u r e
d i f f e r e n c e i s unable t o s a t i s f y . The o v e r a l l
v e l o c i t y g r a d i e n t on t h e shroud p r e s s u r e s u r f a c e ,
Figure 10, i s s l i g h t l y below t h e l i m i t of 0.65.
I n p r a c t i c e , however, s e p a r a t i o n on the p r e s s u r e
s u r f a c e i s n o t thought t o occur unless a s u r f a c e
s t a g n a t i o n condition i s reached as may occur a t
low flows r e l a t i v e t o design flow (25). The
d i s c o n t i n u i t i e s i n t h e d i s t r i b u t i o n s of Figures
10 and 11 approximately halfway through t h e
impeller are of course due t o t h e presence of
t h e i n t e r v a n e s . Also shown i n F i g u r e 11 are
the vane loading d i s t r i b u t i o n s of Impeller 'A'.
I t w i l l be r e c a l l e d t h a t t h i s e a r l i e r impeller
was designed by a semi-empirical approach with-
o u t t h e p o t e n t i a l b e n e f i t s of the throughflow
a n a l y s i s used i n t h e design of Impeller 'B'.
The throughflow a n a l y s i s w a s , however, a p p l i e d
r e t r o s p e c t i v e l y t o I m p e l l e r 'A' thus y i e l d i n g
the d i s t r i b u t i o n s given i n Figure 11. It can
be seen t h a t much h i g h e r loadings a r e e x h i b i t e d
by t h e e a r l i e r i m p e l l e r , most notably a t t h e
shroud where t h e loading c o e f f i c i e n t exceeds 1.0.
Having f i n a l i s e d t h e aerodynamic design
of t h e i m p e l l e r vanes, i t w a s then p o s s i b l e t o
proceed t o t h e stress a n a l y s i s of b o t h d i s c and
vanes. The vane f i n i t e element i d e a l i s a t i o n
w a s obtained from t h e a n a l y t i c ' p a t c h '
r e p r e s e n t a t i o n using t h e a p p r o p r i a t e d a t a
i n t e r f a c e program (Figure 1). The r e s u l t s of
the ' F i n e s s e ' f i n i t e element a n a l y s i s a r e
summarised i n Figure 12. The graph r e l a t e s t o
the von Mises e q u i v a l e n t stress on both s i d e s
of t h e vane a t t h e hub. The maximum s t r e s s of
370 MN/m2 occurs on t h e p r e s s u r e s u r f a c e .
Although t h i s maximum p r e d i c t e d steady stress
i s very appreciably below t h e t e n s i l e s t r e n g t h
of the m a t e r i a l ( 7 7 0 MN/mz a t 25OoC) i t was
thought a d v i s a b l e t o attempt a f a t i g u e l i f e
assessment. Figure 1 3 shows a 'Goodman'
diagram of t h e most a p p r o p r i a t e f a t i g u e d a t a f o r
I M I 318 titanium. The d a t a r e p r e s e n t t h e l i m i t
of i n f i n i t e f a t i g u e l i f e f g r t i t a n i u m s h e e t f o r
the two temperatures of 15 C and 25OoC which are
t o b e compared w i t h t h e maximum vane temperature
of t h e s u b j e c t impeller of about 200°C. Examina-
t i o n of vane v i b r a t i o n recordings obtained on
o t h e r impellers i n d i c a t e t h a t t h e maximum
a l t e r n a t i n g stress l i k e l y t o be encountered by
t h e i m p e l l e r vanes w i l l b e i n t h e region of
f80 MN/m2. I t i s observable then from Figure 13
t h a t a maximum s t e a d y stress of 460 MN/mz a t
25OoC i s p e r m i s s i b l e . This i s about 25 p e r c e n t
i n excess of the maximum p r e d i c t e d steady s t r e s s
and s o no r e v i s i o n of t h e i m p e l l e r vane geometry
was considered t o be necessary.
Roc lnstn Mech Engrs Vol 192
58
The impeller d i s c , which w a s ? - be
unbored, was a l s o s t r e s s e d using t h e f i n i t e
element a n a l y s i s . The maximum s t r e s s was found
t o b e 450 MN/mz, and w a s considered t o be satis-
f a c t o r y i n r e l a t i o n t o t h e t e n s i l e s t r e n g t h of
t h e m a t e r i a l . With t h e aerodynamic and mechan-
i c a l design of Impeller ' B ' completed, t h e
impeller w a s then manufactured on t h e 5 a x i s
par t-numeri cally-con t r o l l e d m i l l i n g machine.
A photograph of both Impellers 'A' and 'B' i s
shown i n Figure 14.
3.4 Diffuser design
I n t h e f i r s t i n s t a n c e i t w a s necessary
t o decide upon t h e r a d i a l e x t e n t of t h e vaned
d i f f u s e r . The inner r a d i u s was chosen t o be
5 per cent g r e a t e r than the impeller t i p r a d i u s
s i n c e , as explained e a r l i e r i n t h i s Paper, t h e
NGTE d i f f u s e r design philosophy i s intended
primarily f o r t r a n s o n i c approach Mach numbers
and s o t h e r e i s no i n c e n t i v e t o s e l e c t a vane-
less space of s u f f i c i e n t e x t e n t f o r d i f f u s i o n
t o subsonic conditions t o occur. The e x i t
r a d i u s of t h e d i f f u s e r was chosen t o b e about
40 p e r cent g r e a t e r than t h e impeller t i p
r a d i u s , t h i s proportion being roughly
r e p r e s e n t a t i v e of what i s acceptable i n a small
aero gas t u r b i n e a p p l i c a t i o n . Within t h e s e
r a d i a l l i m i t s it was then necessary t o design
the d i f f u s e r vane geometry.
Beginning with t h e previously c a l c u l a t e d
a b s o l u t e gas conditions a t t h e impeller t i p t h e
c a l c u l a t i o n of free-stream and boundary l a y e r
development through t h e vaneless space was
then c a r r i e d out and an approximate vaned
d i f f u s e r t h r o a t a r e a was then c a l c u l a t e d ,
making t h e approximating assumptions of M
thr
and of no boundary l a y e r growth between leading-
edge and t h r o a t . Aiming f o r a t h r o a t aspect
r a t i o of c l o s e t o u n i t y , roughly t h e optimum
f o r d i f f u s e r channel performance according t o
Runstadler (ZO), t h e vane number w a s s e l e c t e d
t o be 41. The d e t a i l e d d i f f u s e r channel shape
was then obtained using t h e computer program
of Reference 19 t o conduct t r i a l and e r r o r
calculations within the fixed constraints,
varying t h e mean channel included angle u n t i l
the values of a r e a r a t i o and lengthlwidth
r a t i o were c o n s i s t e n t with a good channel
p r e s s u r e recovery c o e f f i c i e n t according t o
Runstadler's performance maps. F i n a l l y , t h e
t h r o a t a r e a w a s checked o m i t t i n g t h e approx-
imating assumptions, using t h e c a l c u l a t i o n of
flow i n the semi-vaneless space described i n
Reference 3. The d i f f u s e r choke flow margin
w a s found t o b e c o n s i s t e n t w i t h t h e inducer
choke flow margin, a p r e d i c t i o n which, as w i l l
be seen l a t e r , w a s t o be borne out i n the
subsequent performance measurement.
The p r i n c i p a l design parameters of t h e
vaned d i f f u s e r a r e :
D i f f a s e r i n l e t diameter (&) 288.6 mm
D i f f u s e r e x i t diameter (d7) 394.0
Axial width a t i n l e t (b) 6.11 mm
Axial width a t e x i t (h7) 6.11 uuu
Leading edge vane angle 72.5O
(suction surface)
Proc Instn Mech Engrs VoI 192
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P. M. CAME
Throat width 6.44 mn
(Wthr)
Throat a r e a 1613 mm'
(Athr)
Vane number
Throat aspect r a t i o (AS ) 0.945
Channel area r a t i o (AR) 2.21
Channel lengthlwidth r a t i o (l/w) 12.07
The d i f f u s e r vane geometry i s s h a m i n Figure
15. Worthy of n o t e i s t h e trumpet-shaped channel,
t h e very gradual i n i t i a l divergence being chosen
t o avoid e a r l y s e p a r a t i o n of t h e i n e v i t a b l y
t h i c k boundary l a y e r s a t the t h r o a t . This
f e a t u r e a l s o improves the t r a n s o n i c flow up t o
the t h r o a t , as i s f u l l y discussed i n Reference
19.
4. THE COMPRESSOR TESTS
4.1 The t e s t r i g
The compressor w a s t e s t e d on t h e NGTE
high speed c e n t r i f u g a l compressor t e s t f a c i l i t y ,
driven through a 211 step-up gear-box by a two-
s t a g e a i r t u r b i n e capable of d e l i v e r i n g about
750 kW. The compressor d r i v e s h a f t c a r r i e d a
balance p i s t o n which eliminated most of the end
load due t o t h e d i f f e r e n t i a l a x i a l p r e s s u r e
loading on t h e impeller. Atmospheric a i r was
drawn i n through a bell-mouth i n t a k e and passed
through a flow-measuring v e n t u r i nozzle i n t o a
plenum chamber. From h e r e a convergent i n t a k e
s e c t i o n conducted t h e a i r ' t o the impeller eye.
Downstream of t h e d i f f u s e r t h e a i r w a s c o l l e c t e d
= 1 i n a s c r o l l c o l l e c t o r terminating i n a length
of s t r a i g h t duct-work leading t o a t h r o t t l e
control-valve which w a s used t o c o n t r o l t h e mass
f l o w through t h e compressor.
4.2 Instrumentation
A s was mentioned above, a v e n t u r i nozzle
( t o BS 1042 s p e c i f i c a t i o n ) was s i t u a t e d upstream
of t h e compressor and t h i s w a s used t o measure
mass flow, f o u r s t a t i c p r e s s u r e s being measured
a t i n l e t and e i g h t a t t h e t h r o a t . Inlet
temperatures were measured by f o u r thermocouples
i n t h e i n l e t plenum chamber. Compressor e x i t
temperatures were measured by e i g h t thermo-
couples, f o u r a t d i f f u s e r e x i t and f o u r i n t h e
c o l l e c t o r o u t l e t duct. I n l e t s t a g n a t i o n
p r e s s u r e was derived from t h e measured mass
flow and i n l e t temperature and from the readings
of f o u r s t a t i c p r e s s u r e tappings i n t h e i n l e t
plenum, knowing t h e c r o s s - s e c t i o n a l a r e a of
t h e plenum.
Since i t was r e q u i r e d t o o b t a i n impeller-
alone performance i n t h e absence of t h e vaned
d i f f u s e r as w e l l as s t a g e performance including
the vaned d i f f u s e r , two methods of obtaining
the e x i t s t a g n a t i o n p r e s s u r e were employed.
I n t h e case of t h e impeller-alone performance
IIUII
i t w a s considered unwise t o attempt t o measure
exit s t a g n a t i o n p r e s s u r e d i r e c t l y because of
t h e very small a x i a l dimension a t t h e impeller
t i p and because of t h e time-dependent flow
conditions a t t h a t s t a t i o n . I n s t e a d , an
average reading of twelve c i r c u m f e r e n t i a l l y
d i s t r i b u t e d s t a t i c p r e s s u r e tappings w a s
obtained a t a s t a t i o n of r a d i u s 6 p e r cent
 THE DEVELOPMENT, APPLICATION AND EXPERIMENTAL EVALUATION
OF A DESIGN PROCEDURE FOR CENTRIFUGAL COMPRESSORS
g r e a t e r than the impeller t i p r a d i u s ( d e f i n e d
f o r t h i s purpose t o b e t h e I m p e l l e r E x i t
Measuring S t a t i o n - Figure 16). The l o c a l flow
angle a t t h a t s t a t i o n was derived from t h e
measured s t a g n a t i o n temperature r i s e and hence
a b s o l u t e w h i r l v e l o c i t y component a t t h e
impeller t i p , u s i n g t h e simple assumption of
conservation of angular momentum t o o b t a i n the
t a n g e n t i a l component of a b s o l u t e v e l o c i t y a t
t h e g r e a t e r r a d i u s of t h e Impeller E x i t
Measuring S t a t i o n . Making t h e assumption of
z e r o blockage, a p e s s i m i s t i c one as f a r as
impeller p r e s s u r e r a t i o i s concerned, the flow
area w a s then known, t o g e t h e r w i t h mass flow,
s t a g n a t i o n temperature and s t a t i c p r e s s u r e ,
t h u s enabling s t a g n a t i o n p r e s s u r e t o b e computed.
For a complete s t a g e t e s t , on t h e o t h e r
hand, compressor e x i t s t a g n a t i o n p r e s s u r e w a s
measured d i r e c t l y by 18 ' K i e l ' probes s i t u a t e d
j u s t downstream of t h e r a d i a l vaned d i f f u s e r
e x i t plane. The ' K i e l ' probes,which a r e
i n s e n s i t i v e t o incidences of up t o about 20'
t o 30°, were arranged i n 6 rakes of 3 probes,
equispaced circumferentially,pointing i n t o t h e
approximate mean flow d i r e c t i o n . Their spacing
with r e s p e c t t o t h e d i f f u s e r vanes w a s such
as t o produce a very good measurement of t h e
v a r i a t i o n i n stagnation pressure pitchwise
across t h e d i f f u s e r channel e x i t .
Various o t h e r s t a t i c p r e s s u r e tappings
were deployed on t h e i m p e l l e r shroud casing
and a t i n l e t and along the channels of t h e
r a d i a l vaned d i f f u s e r . It was also possible
t o measure t h e r a d i a l v a r i a t i o n of s t a g n a t i o n
p r e s s u r e j u s t upstream of t h e i m p e l l e r eye by
means of a t r a v e r s i n g p i t o t probe. R o t a t i o n a l
speed w a s measured by means of a magnetic
pick-up s e n s i n g t h e p a s s i n g frequency of a
toothed wheel on t h e d r i v e s h a f t .
Customary mechanical i n s t r u m e n t a t i o n
was i n c o r p o r a t e d on t h e r i g . For f u r t h e r
d e t a i l s t h e r e a d e r i s r e f e r r e d t o References 21
and 2 4 .
4.3 Measured i m p e l l e r performance
Before t h e t e s t i n g phase of t h e programme
had been reached, r e - a n a l y s i s of t h e impeller
t i p conditions i n d i c a t e d t h a t t h e as-designed
t i p geometry would r e s u l t i n a l e v e l of impeller
work i n p u t , and hence p r e s s u r e r a t i o , which
would be somewhat h i g h e r than the design values.
This w a s r e c t i f i e d by reducing t h e e x i t tangen-
t i a l v e l o c i t y component by means of a small
reduction i n t h e a x i a l width hs of the flow
passage j u s t downstream of t h e i m p e l l e r t i p t o
a value (5.48 mm) s l i g h t l y less than t h e width
of the i m p e l l e r i t s e l f h,. This r e s u l t e d i n a
small inward s t e p .
I n o r d e r t o o b t a i n t h e impeller-alone
performance t h e impeller was f i r s t t e s t e d
without a vaned r a d i a l d i f f u s e r , i n p l a c e of
which a vaneless d i f f u s e r was f i t t e d . The
geometry i n t h e region of t h e i m p e l l e r t i p is
shown i n F i g u r e 16. As explained above, t h e
Impeller E x i t Measuring S t a t i o n w a s defined
t o be a t a r a d i u s 6 p e r cent g r e a t e r than t h e
impeller t i p r a d i u s , with t h e i n t e n t i o n of
minimising as f a r as p r a c t i c a b l e t h e e f f e c t s
of t h e time-varying i m p e l l e r e x i t flow on t h e
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59
s t a t i c p r e s s u r e measurement. Using e x i t
s t a g n a t i o n p r e s s u r e s derived from t h e s t a t i c
p r e s s u r e measurements a t t h i s s t a t i o n , the
i m p e l l e r t o t a l - t o - t o t a l p r e s s u r e r a t i o (RI - 5 ' )
and i s e n t r o p i c e f f i c i e n c y (n1-s') were obtained
f o r a range of r o t a t i o n a l speeds and mass flows.
Figure 17 p r e s e n t s t h e r e s u l t s . Shown a l s o f o r
comparison are t h e c h a r a c t e r i s t i c s of Impeller
'A' - t h e r a d i a l l y - b l a d e d impeller of i d e n t i c a l
duty t o t h e p r e s e n t Impeller ' B ' , b u t having
been designed (21) without t h e p o t e n t i a l
advantages of t h e more advanced design methods
described i n t h i s Paper.
The p r i n c i p a l f e a t u r e s of t h e measured
c h a r a c t e r i s t i c s of Impeller 'B' a r e as follows:
the impeller e f f i c i e n c y a t design r o t a t i o n a l
speed and d e s i g n mass flow w a s 85.2 per cent,
with an impeller p r e s s u r e r a t i o of 7.8. This
performance compares favourably w i t h t h e design
t a r g e t s . (Note t h a t t h e t a r g e t e f f i c i e n c y
shown on Figure 1 7 of 85.3 per cent i s the
c o r r e c t f i g u r e f o r comparison w i t h t h e measured
e f f i c i e n c y a t t h e Impeller E x i t Measuring
S t a t i o n ( n ~ - ~ ' )and w a s obtained by s u b t r a c t i n g
from the imp e 11er- a I on e t a r g e t e f f i c i en cy
( n l - s ) of 87.0 p e r c e n t t h e 1 . 7 percentage
p o i n t s l o s s of e f f i c i e n c y estimated t o be
a t t r i b u t a b l e t o t h e v a n e l e s s d i f f u s e r between
t h e a c t u a l impeller t i p and t h e Impeller E x i t
Measuring S t a t i o n . ) The e f f i c i e n c y and p r e s s u r e
r a t i o s i g n i f i c a n t l y exceed t h e e q u i v a l e n t
design speed f i g u r e s f o r t h e 'A' Impeller which
achieved 82 per cent e f f i c i e n c y a t the lower
p r e s s u r e r a t i o of 6.9. The improved performance
of Impeller 'B' i s a t t r i b u t e d t o t h e use of
sweep-back and t o t h e minimisation of vane
aerodynamic loading by t h e use of t h e design
procedure described i n t h i s Paper (Figure 11).
Very wide surge-to-choke flow margins may be
observed throughout t h e running range. Of
p a r t i c u l a r n o t e i s t h e 10 p e r cent flow margin
between design mass flow and choke flow a t
design speed. I t w i l l b e r e c a l l e d t h a t a t
t h e preliminary design phase a d i f f i c u l t choice
had t o be made between i n s u f f i c i e n t flow margin
and excessive inducer incidence. Here i t i s
seen t h a t t h e intended 9 p e r c e n t flow margin
has been s l i g h t l y exceeded and t h a t an impeller
e f f i c i e n c y c l o s e l y approaching t h e design
t a r g e t has been obtained. I t i s reasonable t o
conclude t h e r e f o r e t h a t t h e design choice of
7 degrees inducer shroud incidence w a s n o t i n
f a c t excessive, p a r t i c u l a r l y n o t i n g t h a t , due
t o the achievement of a high choke flow, the
e f f i c i e n c y a t t h e design flow i s found t o be
very c l o s e t o t h e peak of t h e c h a r a c t e r i s t i c .
This flow margin performance c o n t r a s t s s t r o n g l y
with t h a t obtained by t h e 'A' Impeller.
Having been designed f o r z e r o incidence a t the
design mass flow, t h e 'A' Impeller choked
almost e x a c t l y a t t h a t flow (Figure 17) with
t h e design speed e f f i c i e n c y continuously r i s i n g
with decreasing flow t o reach a peak value a t
surge, t h e flow a t t h i s p o i n t being 25 per c e n t
below design mass flow.
Figure 18 shows t h e measured character-
i s t i c s of I m p e l l e r 'B' again b u t h e r e p r e d i c t e d
curves are a l s o p r e s e n t e d f o r comparison. The
p r e d i c t i o n s were c a r r i e d o u t w i t h t h e NGTE
p r e d i c t i o n method described i n Reference 3 and
i t i s clear t h a t very reasonable agreement
between p r e d i c t i o n and experiment has been
Proc Instn Mech Engrs Vol 192
60
obtained. I t should b e noted t h a t t h e s u r g e
l i n e of an impeller alone i s n o t a b l e t o b e
p r e d i c t e d by t h e method.
4.4 Measured compressor s t a g e performance
Having e s t a b l i s h e d very s a t i s f a c t o r y
experimental performance of Impeller 'B' by
means of t h e i m p e l l e r p l u s vaneless d i f f u s e r
c o n f i g u r a t i o n , t e s t i n g was continued w i t h a
f u l l s t a g e b u i l d combining t h e i m p e l l e r w i t h
the vaned r a d i a l d i f f u s e r .
The measured s t a g e c h a r a c t e r i s t i c s a r e
shown i n F i g u r e 19. The main p o i n t worthy of
n o t e i s t h e peak e f f i c i e n c y ( ~ 1 - 7 ) a t design
speed o f 76.5 per cent. This occurs a t design
mass flow and w i t h a s t a g e p r e s s u r e r a t i o of
6.8. The e f f i c i e n c y i s 14 p e r cent below the
t a r g e t of 78 per cent and t h e suspected reasons
f o r t h i s s h o r t f a l l a r e discussed below. I t w i l l
be noted t h a t wide choke t o surge flow margins
a r e obtained throughout t h e running range. By
comparing Figure 1 7 w i t h Figure 19 i t can b e
seen t h a t t h e design speed choke flow of t h e
s t a g e i s almost e x a c t l y equal t o t h e design
speed choke flow of t h e impeller. D e t a i l e d
examination of the measured d i f f u s e r t h r o a t
conditions shows t h a t t h e d i f f u s e r i s i n f a c t
j u s t choked, i n d i c a t i n g e x c e l l e n t matching of
impeller and d i f f u s e r choking flows.
A s w a s t h e case with the impeller-alone
performance, t h e f u l l s t a g e performance of
Compressor ' B ' i s n o t a b l y improved compared t o
t h a t of Compressor ' A ' , whose c h a r a c t e r i s t i c s
a r e a l s o shown i n Figure 19. The peak
e f f i c i e n c y of Compressor ' A ' of 74.5 p e r c e n t
i s 2 p e r c e n t lower than t h a t of Compressor 'B'
and was obtained very c l o s e t o surge and a t a
mass flow some 13 p e r cent below the design
value of 1.81 kg/s. The s t a g e a c t u a l l y choked
a t a flow j u s t below the design flow. By
comparing t h e 100 per c e n t speed c h a r a c t e r i s t i c
of Compressor 'A' w i t h t h e 95 p e r c e n t speed
c h a r a c t e r i s t i c of Compressor 'B' i t may b e seen
t h a t a t a common p r e s s u r e r a t i o (= 5.9)
Compressor ' B ' can o f f e r about 3 p e r cent p o i n t s
advantage i n e f f i c i e n c y a t an acceptable working
l i n e surge margin. I t i s t h e r e f o r e concluded
t h a t improvements i n both i m p e l l e r and s t a g e
performance have been achieved i n Compressor ' B '
as compared t o Compressor ' A ' , t h e former
having been designed throughout w i t h t h e new
NGTE design procedures.
A comparison of the experimental s t a g e
performance of Compressor 'B' with p r e d i c t e d
c h a r a c t e r i s t i c s (once again using t h e p r e d i c t i o n
method of Reference 3) i s p r e s e n t e d i n F i g u r e 2 0 .
Although t h e s t a g e choke flow and surge flow
a r e p r e d i c t e d w e l l a t a l l speeds, t h e p r e d i c t e d
l e v e l s of e f f i c i e n c y and hence p r e s s u r e r a t i o
a r e much too high. An e f f i c i e n c y of 79.5
per cent i s p r e d i c t e d a t design flow a s compared
t o the t a r g e t of 7 8 p e r c e n t o r t o t h e achieved
f i g u r e of 76.5 p e r cent. Since t h e p r e d i c t e d
and measured i m p e l l e r e f f i c i e n c i e s were i n much
c l o s e r agreement ( F i g u r e 18) i t appears t h a t
the p r e d i c t e d d i f f u s e r l o s s e s are o p t i m i s t i c ,
suggesting t h a t i n t h e experimental s i t u a t i o n
the d i f f u s e r was i n f a c t c o n t r i b u t i n g a l o s s
which was i n some way n o t accounted f o r by the
p r e d i c t i o n technique. A thorough a n a l y s i s of
the d e t a i l e d flow i n t h e d i f f u s e r w a s t h e r e f o r e
Roc Instn Mech Engrs Vol 192
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P. M. CAME
c a r r i e d o u t , making u s e of b o t h t h e d e t a i l e d
measurements and t h e p r e d i c t i o n s . The r e s u l t s
of t h i s i n v e s t i g a t i o n are summarised i n Figure
2 1 f o r the design mass flow condition. The
Figure shows an enlarged view of the leading-
edge and t h r o a t region of t h e vaned d i f f u s e r
i n c l u d i n g t h e l o c a t i o n s of t h e s t a t i c p r e s s u r e
tappings. Against each tapping i s shown t h e
l o c a l Mach number and an attempt a t p o s i t i o n i n g
contours of equal Mach number has been made.
Mach numbers were obtained u s i n g t h e measured
l o c a l s t a t i c p r e s s u r e s t o g e t h e r with an
e s t i m a t e of t o t a l p r e s s u r e derived from a
knowledge of t h e measured t o t a l p r e s s u r e a t
e x i t from t h e d i f f u s e r channel on t h e channel
c e n t r e - l i n e and an estimate of d i f f u s e r channel
free-stream t o t a l p r e s s u r e l o s s . Also shown on
Figure 21 are t h e d i f f u s e r leading-edge Mach
numbers and incidence, t h e s e values being
obtained from t h e p r e d i c t i o n technique. The
non-zero incidence w a s a consequence of the
modified vaneless space e n t r y width 4 . I t
may b e observed t h a t an expansion has occurred
around t h e leading-edge from t h e approach Mach
number of 1.05 t o a peak Mach number of 1.29.
This i s q u a l i t a t i v e l y i n agreement with the
t h e o r e t i c a l expansion a s s o c i a t e d with the
d e f l e c t i o n of t h e i n c i d e n t flow i n t o the l o c a l
vane s u r f a c e d i r e c t i o n , aAthough a somewhat
g r e a t e r d e f l e c t i o n of 5.4 i s implied by t h i s
r i s e i n Mach number. This d e f l e c t i o n deduced
from t h e observed expansion i s t o b e compared
w i t h t h e estimated d e f l e c t i o n due t o incidence
of 3.6O. The e x t r a apparent d e f l e c t i o n could
have been caused by a leading-edge s e p a r a t i o n
bubble o r by g r e a t e r incidence i n t h e f r o n t and
r e a r w a l l boundary l a y e r s . Whilst i t might
have been expected t h a t t h e subsonic t h r o a t
condition would b e reached by means of a normal
bow-shock t h e evidence of t h e tappings i n d i c a t e s
an almost i s e n t r o p i c ( i e shock-free) compression
down t o a Mach number of 0.83 a t the t h r o a t .
Thus, although the non-zero incidence has
unnecessarily presented t h e vane s u c t i o n
s u r f a c e w i t h a h i g h Mach number of 1.29, the
compressive s u r f ace shape between leading-edge
and t h r o a t has avoided t h e p o t e n t i a l l y s e r i o u s
p e n a l t y of a s t r o n g shock w i t h p o s s i b l e
accompanying boundary l a y e r s e p a r a t i o n . Never-
t h e l e s s , the d i f f u s i o n from leading-edge t o
t h r o a t , a l b e i t shock-free, cannot have taken
p l a c e without some e f f e c t upon t h e boundary
l a y e r growth on f r o n t and r e a r w a l l s and on
t h e vane s u c t i o n s u r f a c e i t s e l f . The r e s u l t
w i l l have been i n c r e a s e d t h r o a t blockage, a
parameter whose e f f e c t on d i f f u s e r channel
p r e s s u r e recovery i s , according t o Runs t a d l e r ' s
d a t a (ZO), very s i g n i f i c a n t . I t i s a l s o
p o s s i b l e , i f the boundary l a y e r s on t h e w a l l s
of t h e v a n e l e s s space were s u f f i c i e n t l y
thickened t o have m e t i n t h e middle, t h a t a
degradation of s t a g n a t i o n p r e s s u r e took p l a c e
ahead of t h e t h r o a t .
These e f f e c t s of incidence, leading-
edge expansion and subsequent excessive
d i f f u s i o n t o t h e t h r o a t b r i n g i n g about
i n c r e a s e d t h r o a t boundary l a y e r blockage a r e
n o t c a t e r e d f o r i n t h e p r e d i c t i o n program.
Thus any l o s s a s s o c i a t e d w i t h t h e s e phenomena
w i l l have been omitted from t h e estimated
d i f f u s e r performance. I t is thus concluded
t h a t p a r t of the s h o r t f a l l of the measured
s t a g e e f f i c i e n c y from t h e t a r g e t and p r e d i c t e d
e f f i c i e n c y l e v e l s has been caused by t h e
 THE DEVELOPMENT, APPLICATION AND EXPERIMENTAL EVALUATION
OF A DESIGN PROCEDURE FOR CENTRIFUGAL COMPRESSORS
d i f f u s e r leading-edge expansion. I t has n o t
been p o s s i b l e t o q u a n t i f y t h e a s s o c i a t e d l o s s .
5. CONCLUSIONS
i. A computer-based procedure has
been described which enables t h e c e n t r i -
f u g a l compressor designer t o c a r r y o u t
r e l a t i v e l y r a p i d and r a t i o n a l design of
both i m p e l l e r s and d i f f u s e r s . The
procedure provides f o r aerodynamic and
s t r e s s analyses and t h e p r e p a r a t i o n of
information f o r manufacture.
ii. A 6.5 p r e s s u r e r a t i o compressor
s t a g e having a swept-back i m p e l l e r and
a t r a n s o n i c vaned r a d i a l d i f f u s e r has
been designed u s i n g t h e new techniques
and e v a l u a t e d experimentally on a high
speed t e s t r i g . The measured design
p o i n t i m p e l l e r e f f i c i e n c y was 85.2 p e r
cent. A peak design speed s t a g e
e f f i c i e n c y of 76.5 p e r c e n t w a s obtained
a t a s t a g e p r e s s u r e r a t i o of 6 . 8 and a
surge margin of 15 p e r cent.
iii. The impeller e f f i c i e n c y r e p r e s e n t s
an improvement of 3.2 p e r c e n t compared
t o t h a t obtained by an earlier i m p e l l e r
having vanes of z e r o sweep-back, designed
f o r t h e same duty b u t by t h e use of
e m p i r i c a l methods. F u r t h e r , the STAGE
e f f i c i e n c y of t h e compressor r e p r e s e n t s
an improvement of 24 t o 3 per cent i n
working l i n e e f f i c i e n c y compared t o t h a t
obtained by a s t a g e i n c o r p o r a t i n g t h e
earlier i m p e l l e r .
iv. The e f f i c i e n c y improvements are
b e l i e v e d t o be due t o t h e b e n e f i c i a l
e f f e c t s of sweep-back and t o t h e avoid-
ance of high vane aerodynamic loading
throughout t h e impeller.
v. High choking flow r e l a t i v e t o
design flow w a s obtained. This i s
a t t r i b u t e d i n the f i r s t place t o the
use of f a i r l y high p o s t i v e inducer
incidence t o o b t a i n high inducer choke
flow margin w h i l e good matching of
d i f f u s e r choking flow t o t h a t of t h e
inducer was achieved by means of t h e
new flow p r e d i c t i o n techniques.
vi. Good p r e d i c t i o n o f the measured
impeller performance map was obtained
by an off-design performance p r e d i c t i o n
method. Less good agreement w i t h s t a g e
performance was obtained.
vii. The p r o f i l e design of t h e i n i t i a l
p o r t i o n of t h e t r a n s o n i c d i f f u s e r vane
s u r f a c e s has enabled shock-free d i f f u s i o n
t o a subsonic t h r o a t condition t o take
p l a c e , i n s p i t e of t h e occurrence of
u n d e s i r a b l e s u p e r s o n i c expansion a t
t h e d i f f u s e r leading-edge due t o
incidence. The a d d i t i o n a l d i f f u s i o n
necessary following t h e l e a d i n g e d g e
expansion i s thought, however, t o be
responsible f o r unnecessarily high
t h r o a t blockage e n t a i l i n g some loss of
s t a g e e f f i c i e n c y . This w a s p a r t l y
responsible f o r the f a i l u r e t o p r e d i c t
a c c u r a t e l y t h e s t a g e performance.
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61
6. ACKNOWLEDGEMENT
The Author would l i k e t o express h i s
g r a t i t u d e f o r t h e c o n t r i b u t i o n s of s e v e r a l
colleagues i n Turbomachinery Department, NGTE
a t v a r i o u s s t a g e s of t h e p r o j e c t .
B r i t i s h Crown Copyright, reproduced by permission
of t h e C o n t r o l l e r , Her Majesty's S t a t i o n e r y
Office.
REFERENCES
1. Morris, R. E. & Kenny, D. P. High p r e s s u r e
r a t i o c e n t r i f u g a l compressors f o r s m a l l engines,
"Advanced C e n t r i f u g a l Compressors'' ASME, 1971
2. Schorr, P. G . , W e l l i v e r , A. D. &
Winslow, L. J. Design and development of s m a l l
high p r e s s u r e r a t i o , s i n g l e s t a g e c e n t r i f u g a l
compressors "Advanced C e n t r i f u g a l Compressors"
ASME, 1971
3. H e r b e r t , M. V. A method of performance
p r e d i c t i o n f o r c e n t r i f u g a l compressors, NGTE
Report t o be published
4. Jones, M. G. Impeller Computer Design
Package P t I -
A preliminary design program
NGTE I n t e r n a l Note, 1976
5. Wiesner, F. J. A review of s l i p f a c t o r s f o r
c e n t r i f u g a l i m p e l l e r s , J n l Eng Pow Trans ASME A,
Vol 89, No 4 pp 558-572, October 1967
6. Smith, D. J. L. & Merryweather, H. Representa-
t i o n of t h e geometry of c e n t r i f u g a l impeller vanes
by a n a l y t i c s u r f a c e s , NGTE Report No R322, 1973
and I n t l J n l f o r Numerical Methods i n Engineer-
i n g Vol 7 , pp 137-154, 1973
7. Coons, S. A. Surfaces f o r computer aided
design of space forms, Massachusetts I n s t i t u t e
of Technology, MAC-TR-41, 1967
8. Came, P. M. & Merryweather, H. Impeller
Computer Design Package, P t I1 - The d r i v i n g
u n i t , NGTE I n t e r n a l Note, 1975
9. McAnally, W. J. 10:1 p r e s s u r e r a t i o
s i n g l e - s tage c e n t r i f u g a l compressor program
USAAMRDL-TR-74-15, 19 74
10. Marsh, D. A d i g i t a l computer program f o r
t h e throughflow f l u i d mechanics i n an a r b i t r a r y
turbomachine u s i n g a m a t r i x method, NGTE Report
No R282, 1966 and ARC R&M 3509, 1967
11. C a l v e r t , W. J. & Smith, D. J. L. A d i g i t a l
computer program f o r t h e subsonic flow p a s t
turbomachine b l a d e s u s i n g a m a t r i x method,
NGTE Report No R328, 1976
12. Bosman, C. & El-Shaarawi, MAI. Quasi-three-
dimensional numerical s o l u t i o n of flow i n
turbomachines, ASME Paper 76-FE-23, 1976
13. Came, P. M., Kirby, G. T. & Merryweather, H.
I m p e l l e r Computer Design Package, P t I V - The
m a t r i x throughf low program package, NGTE I n t e r n a l
Note, 1975
R o c lnstn Mech Engrs Vo1192
62 P. M. CAME

REFERENCES Cont'd

14. Dallenbach, F. The aerodynamic design a n d

performance o f c e n t r i f u g a l and mixed flow
compressors, SAE Tech Prog S e r i e s Vol 3, 1961
c.

15. Smith, D. J. L. Turbulent boundary l a y e r e

.- Preliminary
design
theory and i t s a p p l i c a t i o n t o b l a d e p r o f i l e 'c
0 program
design, ARC CP 868, 1966

16. H i l l , P. G. & Moon, I. M. E f f e c t s of

C o r i o l i s on t h e t u r b u l e n t boundary l a y e r i n
r o t a t i n g f l u i d machines, MIT Gas Turbine
Laboratory Report No 69, 1962 -I I

Impeller
17. Parekh, C. J. F i n i t e element computation
system, P t I V - Computer Report No 4 7 , Dept of geometry
C i v i l Engineering, U n i v e r s i t y of Wales, 1970

18. C a l v e r t , W. J. & Swinhoe, P. R. Impeller

Computer Design Package, P t V I - The a p p l i c a t i o n
of f i n i t e element methods t o t h e s t r e s s i n g of
c e n t r i f u g a l i m p e l l e r s , NGTE I n t e r n a l Note, 1977
L p p
performance

19. Herbert, M. V. A method of designing

channel d i f f u s e r s f o r c e n t r i f u g a l compressors
w i t h r a d i a l outflow, NGTE I n t e r n a l Note, 1977 stress analysis
programs
20- Runstandler, P. W., Dolan, F. X. &
Dean, R. C. D i f f u s e r Data Book, Creare
Technical Note TN-186, 1975
Program for
21. Jones, M. G. The performance of a 6.5 production of production of
p r e s s u r e r a t i o c e n t r i f u g a l compressor having NC data NC data
a radially-vaned i m p e l l e r , NGTE Report No R342,
1976 Fig. 1. Centrifugal compressor design procedure

22. B a l j d , 0. E. A study on design c r i t e r i a

and matching of turbomachines, P t B Compressor

I
~~

I
and pump performance and matching of turbo Data input
components, ASME Paper 60-WA-231, 1960
Stage pressure ratio
23. Osborne, C . , Runstandler, P. W. & Mass flow
Stacey, W. D. Aerodynamic and mechanical design Rotational speed
of an 811 p r e s s u r e r a t i o c e n t r i f u g a l compressor Prewhirl and sweep-back angles
NASA CR-134782, 1975
Inlet annulus radii
2 4 . Came, P. M . , McKenzie, I . R. I . & Impeller relative velocity ratio
Dadson, C h r i s t i n e The design and experimental Choke margin
performance of a 6.5 p r e s s u r e r a t i o c e n t r i f u g a l Assumed efficiencies for
compressor having an i m p e l l e r with swept-back stage and impeller
vanes, NGTE Report t o b e published

25. Moore, J. A wake and an eddy i n a r o t a t i n g

radial-flow passage, P t I Experimental
observations, ASME Paper No 73-GT-57, 1973
-
1 Preliminary design program

i
output

Impeller t i p radius
Impeller t i p width
inlet vane angles
Inlet relative mach number

I
Incidence
y - 5 1 u:
Tip mach number

Fig. 2. Preliminary design program

Roc lnstn Mech Engrs Vol 192

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 THE DEVELOPMENT, APPLICATION AND EXPERIMENTAL EVALUATION
OF A DESIGN PROCEDURE FOR CENTRIFUGAL COMPRESSORS 63

Pressure surface

Patch boundary

Each surface is constructed

from L (sometimes 5)analytic
patches: Continuity of slope
and curvature is preserved at
pdtch boundaries.
\-Y

Fig. 4. Analytic patch representationof impeller vane surfaces

Fig. 3. Impeller exit velocity triangle after mixing

r
- - -- Approximate 'blade-to-blade'
calculation from matrix
through f low
W
2
c

exit vane
angle
t
Leading- MERIDIONAL DISTANCE rn Trailing-
edge edge
PERCENTAGE VANE SURFACE LENGTH
Fig. 6. Adjustment of mean stream surface camber angle distribution
Fig. 5. Comparison of blede-*blade analysis and extended through- to allow for effect of slip
flow analysis in e centrifugal impeller

Meridional-
Section

,-
Fig. 7. Angle definitions

Roc lnstn Mech Engrs Vol 192

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64 P. M. CAME
Vane inlet angle
selected for
zero incidence

Vane inlet angle

selected for
positive incidence
\

Relative
approoch

view

1.2 r
0 20 LO 60 8% 100
= 1.0 - AXIAL DISTANCE
0"
\
60
0
0
0.98 - -I* 0
(b) Camber angle
c 50 dietribut ion
a W
LT 0.96 - d
5 LO
3
0
i2
W
Y

c,
0.94

0.92 -
- t
Y
W

4
30

20
e r 20 40 60 80
t = throat position

100
I
0.90 I I I
I I I 1
MERlDlONAL DISTANCE
0 1 2 3 5 6
4
INCIDENCE AT INDUCER SHROUD 2. 7 Fig. 9. Summary of irnpaller @nometry

Fig. 8. Effect of incidence on choke flow ratio

312
A
Shroud
l------ Impeller '8'
Impeller 'n'

W
(3
1.0 -

08-
n
:: " // .'? Shroud / -

2z 0.6 -
W
200
a I
W surface I
LT OL- I
W
100 1 I I I I I z I
4 0.2 - 1

Hub
0 1
Suction

(3
0.8 - Hub
z
0 0.6 -
U
0
surface -I 0.4 -
W

9
e 1 1 1 1 1 , z3 0.2 -
I I I I 1
0 OL, 20 40 60 80 100
0 20 LO 60 80 100
MERIDIONAL DISTANCE MERlDlONAL DISTANCE $
Fig. 10. Vane surface relative velocities Fig. 11. Vane aerodynamic loading

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 THE DEVELOPMENT, APPLICATION AND EXPERIMENTAL EVALUATION
OF A DESIGN PROCEDURE FOR CENTRIFUGAL COMPRESSORS 65

Fig. 14. Impeller 'A' (left) and Impeller 'B' (right)

Outer edge of
diffuser
back -pl ate
\ /
Impeller

/ Fig. 15. Diffuser vane geometry

Proc Instn Mech Engrs Vol 192

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66 P. M . CAME

'i 90012, '\ I

Impeller 'B' 80% 9!$& loool
_---_
Impeller 'A' 100%

Fig. 16. Impeller tip and vaneless diffuser

I I I I I I
1.0 1.2 1.4 1.6 1.8 Q2'0 2.2
CORRECTED MASS FLOW
k,-gs
Fig. 17. Measured performance of Impell&s 'A' and ' B
7

I= Predicted }Impeller 'B'

Measured
1 0.80i:
GZ
w
V
0.75 G
L
w
0
a
0.70 8
\95%
,100% I
10O"l
v,
b-
z
W

Compressor ' B ' 0.65#

- - - - - Compressor 'A'
iio
$
9 r 7 r

\ 175%' 1 I I
I
3~0 1(2 l:h lf6 1:8 210 2;
CORRECTED MASS FLOW & 1.2 14 1.8
Q
CORRECTED MASS FLOW k T s
1.6 2.0

Fig. 18. Measured and predicted performance of Impeller ' B Fig. 19. Measured stage performance of Compressors 'A' and ' B

Pruc l r i r t i i \lecli I n r r \ Virl 192

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THE DEVELOPMENT, APPLICATION AND EXPERIMENTAL EVALUATION
OF A DESIGN PROCEDURE FOR CENTRIFUGAL COMPRESSORS 67

Measured
Compressor 'B'
Predicted

100%

190%

I I I I
I 1.2 14 1.6 1.8 2.0
CORRECTED MASS FLOW &
Fig. 20. Measuredand predicted stage performanceof Compressor ' B

Incident
36 flow

(Figures indicate derived local

Mach number)

Fig. 21. Flow in semi-vanaless space

This paper is published for presentation at an Ordinary Meeting of the Institution in

London on 15th February 1978. The MS was received on 28th April I977 and was
accepted for publication on 11th October 1977. 32.

Proc Instn Mech E n g s Vol 192

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