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At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1992

Users manual for updated computer code for axial-flow compressor conceptual design

An existing computer code that determines the flow path for an axial-flow compressor either for a given number of stages or for a given overall pressure ratio was modified for use in air-breathing engine conceptual design studies. This code uses a rapid approximate design methodology that is based on isentropic simple radial equilibrium. Calculations are performed at constant-span-fraction locations from tip to hub. Energy addition per stage is controlled by specifying the maximum allowable values for several aerodynamic design parameters. New modeling was introduced to the code to overcome perceived limitations. Specific changes included variable rather than constant tip radius, flow path inclination added to the continuity equation, input of mass flow rate directly rather than indirectly as inlet axial velocity, solution for the exact value of overall pressure ratio rather than for any value that met or exceeded it, and internal computation of efficiency rather than the use of input values. The modified code was shown to be capable of computing efficiencies that are compatible with those of five multistage compressors and one fan that were tested experimentally. This report serves as a users manual for the revised code, Compressor Spanline Analysis (CSPAN). The modeling modifications, including two internal loss correlations, are presented. Program input and output are described. A sample case for a multistage compressor is included.

Glassman, Arthur J.↗
NASA NTRS1976

Preliminary compressor design study for an advanced multistage axial flow compressor

An optimum, axial flow, high pressure ratio compressor for a turbofan engine was defined for commercial subsonic transport service starting in the late 1980's. Projected 1985 technologies were used and applied to compressors with an 18:1 pressure ratio having 6 to 12 stages. A matrix of 49 compressors was developed by statistical techniques. The compressors were evaluated by means of computer programs in terms of various airline economic figures of merit such as return on investment and direct-operating cost. The optimum configuration was determined to be a high speed, 8-stage compressor with an average blading aspect ratio of 1.15.

Marman, H. V.↗
NASA NTRS1982

The WISGSK: A computer code for the prediction of a multistage axial compressor performance with water ingestion

A computer code is presented for the prediction of off-design axial flow compressor performance with water ingestion. Four processes were considered to account for the aero-thermo-mechanical interactions during operation with air-water droplet mixture flow: (1) blade performance change, (2) centrifuging of water droplets, (3) heat and mass transfer process between the gaseous and the liquid phases and (4) droplet size redistribution due to break-up. Stage and compressor performance are obtained by a stage stacking procedure using representative veocity diagrams at a rotor inlet and outlet mean radii. The Code has options for performance estimation with (1) mixtures of gas and (2) gas-water droplet mixtures, and therefore can take into account the humidity present in ambient conditions. A test case illustrates the method of using the Code. The Code follows closely the methodology and architecture of the NASA-STGSTK Code for the estimation of axial-flow compressor performance with air flow.

Tsuchiya, T.↗
NASA NTRS1983

A theory of rotating stall of multistage axial compressors

A theoretical analysis was made of rotating stall in axial compressors of many stages, finding conditions for a permanent, straight-through traveling disturbance, with the steady compressor characteristic assumed known, and with simple lag processes ascribed to the flows in the inlet, blade passages, and exit regions. For weak disturbances, predicted stall propagation speeds agree well with experimental results. For a locally-parabolic compressor characteristic, an exact nonlinear solution is found and discussed. For deep stall, the stall-zone boundary is most abrupt at the trailing edge, as expected. When a complete characteristic having unstalling and reverse-flow features is adopted, limit cycles governed by a Lienard's equation are found. Analysis of these cycles yields predictions of recovery from rotating stall; a relaxation oscillation is found at some limiting flow coefficient, above which no solution exists. Recovery is apparently independent of lag processes in the blade passages, but instead depends on the lags originating in the inlet and exit flows, and also on the shape of the given characteristic diagram. Small external lags and tall diagrams favor early recovery. Implications for future research are discussed.

Moore, F. K.↗
NASA NTRS1983

A theory of rotating stall of multistage axial compressors. I - Small disturbances

An analysis is made of rotating stall in compressors of many stages, finding conditions under which a flow distortion can occur which is steady in a traveling reference frame, even through upstream total and downstream static pressure are constant. In the compressor, a pressure-rise hysteresis is assumed. Flow in entrance and exit ducts yield additional lags. These lags balance to give a formula for stall propagation speed. For small disturbances, it is required that the compressor characteristics be flat in the neighborhood of average flow coefficient. Results are compared with the experiments of Day and Cumpsty. If a compressor lag of about twice that due only to fluid inertia is used, predicted propagation speeds agree almost exactly with experimental values, taking into account changes of number of stages, stagger angle, row spacing, and number of stall zones. The agreement obtained gives encouragement for the extension of the theory to account for large amplitudes.

Moore, F. K.↗
NASA NTRS1983

A theory of rotating stall of multistage axial compressors. II - Finite disturbances

A small-disturbance theory of rotating stall in axial compressors is extended to finite amplitude, assuming the compressor characteristic is a parabola over the range of the disturbance. An exact solution is found which requires the operating point to be at the minimum or maximum of the parabola. If the characteristic is flat in a deep-stall regime, the previous harmonic solution applies with neither reverse flow or 'unstalling'. If the characteristic is concave upward in deep stall, the disturbance has a skewed shape, steeper at the stall-zone trailing edge as experiment shows. Propagation speed is only slightly affected by this nonlinearity. Near stall inception, negative curvature in combination with multiple stall zones can limit the nonlinear oscillation, in the manner of 'progressive' stall. If, as seems likely, lag at stall inception is negative (opposite to inertia), propagation speed exceeds 1/2 wheel speed, as experiments suggest.

Moore, F. K.↗
NASA NTRS1983

A theory of rotating stall of multistage axial compressors. III - Limit cycles

A theory of rotating stall, based on single parameters for blade-passage lag and external-flow lag and a given compressor characteristic yields limit cycles in velocity space. These limit cycles are governed by Lienard's equation with the characteristic playing the role of nonlinear damping function. Cyclic integrals of the solution determine stall propagation speed and the effect of rotating stall on average performance. Solution with various line-segment characteristics and various throttle settings are found and discussed. There is generally a limiting flow coefficient beyond which no solution is possible; this probably represents stall recovery. This recovery point is independent of internal compressor lag, but does depend on external lags and on the height-to-width ratio of the diagram. Tall diagrams and small external lags (inlet and diffusor) favor recovery. Suggestions for future theoretical and experimental research are discussed.

Moore, F. K.↗
NASA NTRS1985

Oil seal effects and subsynchronous vibrations in high-speed compressors

Oil seals are commonly used in high speed multistage compressors. If the oil seal ring becomes locked up against the fixed portion of the seal, high oil film crosscoupled stiffnesses can result. A method of analysis for determining if the oil seals are locked up or not is discussed. The method is then applied to an oil seal in a compressor with subsynchronous vibration problems.

Allaire, P. E.↗
NASA NTRS1991

The numerical simulation of a high-speed axial flow compressor

The advancement of high-speed axial-flow multistage compressors is impeded by a lack of detailed flow-field information. Recent development in compressor flow modeling and numerical simulation have the potential to provide needed information in a timely manner. The development of a computer program is described to solve the viscous form of the average-passage equation system for multistage turbomachinery. Programming issues such as in-core versus out-of-core data storage and CPU utilization (parallelization, vectorization, and chaining) are addressed. Code performance is evaluated through the simulation of the first four stages of a five-stage, high-speed, axial-flow compressor. The second part addresses the flow physics which can be obtained from the numerical simulation. In particular, an examination of the endwall flow structure is made, and its impact on blockage distribution assessed.

Mulac, Richard A.↗
NASA NTRS2003

Three-dimensional Aerodynamic Instability in Multi-stage Axial Compressors

Four separate tasks are reported. The first task: A Computational Model for Short Wavelength Stall Inception and Development In Multi-Stage Compressors; the second task: Three-dimensional Rotating Stall Inception and Effects of Rotating Tip Clearance Asymmetry in Axial Compressors; the third task:Development of an Effective Computational Methodology for Body Force Representation of High-speed Rotor 37; and the fourth task:Development of Circumferential Inlet Distortion through a Representative Eleven Stage High-speed axial compressor. The common theme that threaded throughout these four tasks is the conceptual framework that consists of quantifying flow processes at the fadcompressor blade passage level to define the compressor performance characteristics needed for addressing physical phenomena such compressor aerodynamic instability and compressor response to flow distoriton with length scales larger than compressor blade-to-blade spacing at the system level. The results from these two levels can be synthesized to: (1) simulate compressor aerodynamic instability inception local to a blade rotor tip and its development from a local flow event into the nonlinear limit cycle instability that involves the entire compressor as was demonstrated in the first task; (2) determine the conditions under which compressor stability assessment based on two-dimensional model may not be adequate and the effects of self-induced flow distortion on compressor stability limit as in the second task; (3) quantify multistage compressor response to inlet distortion in stagnation pressure as illustrated in the fourth task; and (4) elucidate its potential applicability for compressor map generation under uniform as well as non-uniform inlet flow given three-dimensional Navier-Stokes solution for each individual blade row as was demonstrated in the third task.

Suder, Kenneth↗
NASA NTRS1977

Stalled and stall-free performance of axial-flow compressor stage with three inlet-guide-vane and stator-blade settings

The performance of the first stage of a transonic, multistage compressor was mapped over a range of inlet-guide-vane and stator-blade settings. Both stall-free and deep-stall performance data were obtained. For the settings tested, as stall was encountered and flow was further reduced, a relatively sharp drop in pressure ratio occurred and was followed by a continuing but more gradual reduction in pressure ratio with reduced flow. The position of the stall line on the map of pressure ratio against equivalent weight flow was essentially unaffected over the range of inlet-guide-vane and stator-blade settings.

Urasek, D. C.↗
NASA NTRS1956

Experimental Investigation of a Five-stage Axial-flow Research Compressor with Transonic Rotors in All Stages III : Interstage Data and Individual Stage Performance Characteristics

For use in computing the detailed performance parameters of individual blade rows of a multistage compressor, radial distributions of total pressure, total temperature, static pressure and air-flow angle are tabulated. The data cover a range of air flow from choke to the approximate surge limit for equivalent rotor speeds from 70 to 100 percent of design. Equivalent stage performance curves determined from the radial survey measurements indicate both the individual performance and the matching of the stages at the speeds investigated.

Sandercock, Donald M↗
NASA NTRSDate not supplied

Clearance Sensitivity Mitigation in Small Core Compressors

As future aircraft become lighter and more aerodynamically efficient, thrust requirements will decrease, reducing the core size of the engine. Furthermore, in the pursuit of improved fuel burn, engine overall pressure ratio and bypass ratio will increase, further driving down engine core size. These drivers together mean that the core size, or corrected mass flow rate at the compressor exit, for future single-aisle aircraft applications will shrink below 3.0 lbm/s. Traditionally, this small core compressor size is in the domain of axi-centrifugal designs, machines that are typically less efficient and limited to pressure ratios of ~25 due to stress and thermomechanical fatigue in the centrifugal impeller. In this light, NASA, Pratt & Whitney and the Raytheon Technologies Research Center embarked upon a program to develop technologies to enable an all-axial high-pressure compressor with a core size below 3.0 lbm/s and an overall pressure ratio greater than 50. One of the challenges with an all-axial high-pressure compressor at this core size is the small span at the rear of the compressor. As core size is scaled down, the rotor tip clearances do not scale with span, leading to significant efficiency penalties. This paper documents a numerical and experimental effort to mitigate this penalty through design optimization and technology insertion, enabling an estimated 5 to 10% fuel burn reduction relative to 2020 best-in-class. The experimental program consisted of two builds of a high-speed rig: a baseline build and a second build to insert technology to manage large rotor tip gap/span ratios. The results demonstrated a reduction in the sensitivity of the compressor to large clearance ratios, which would be likely at the end-of-life of a small core application. The test campaign demonstrated that, with the insertion of technology, small core compressors can maintain a similar efficiency to current best-in-class large core size compressors. In addition to advancing the state-of-the-art of technology, the program also advanced the modeling standards for multistage compressors with large clearance-to-span ratios. The validation of this approach is described in the paper.

Axial Compressors↗
NASA NTRSDate not supplied

Clearance Sensitivity Mitigation in Small Core Compressors

As future aircraft become lighter and more aerodynamically efficient, thrust requirements will decrease, reducing the core size of the engine. Furthermore, in the pursuit of improved fuel burn, engine overall pressure ratio and bypass ratio will increase, further driving down engine core size. These drivers together mean that the core size, or corrected mass flow rate at the compressor exit, for future single-aisle aircraft applications will shrink below 3.0 lb/s. Traditionally, this small core compressor size is in the domain of axi-centrifugal designs, machines that are typically less efficient and limited to pressure ratios of ~25 due to stress and thermomechanical fatigue in the centrifugal impeller. In this light, NASA, Pratt & Whitney and the Raytheon Technologies Research Center embarked upon a program to develop technologies to enable an all-axial high-pressure compressor with a core size below 3.0 lb/s and an overall pressure ratio greater than 50. One of the challenges with an all-axial high-pressure compressor at this core size is the small span at the rear of the compressor. As core size is scaled down, the rotor tip clearances do not scale with span, leading to significant efficiency penalties. This paper documents a numerical and experimental effort to mitigate this penalty through design optimization and technology insertion, enabling an estimated 5 to 10% fuel burn reduction relative to 2020 best-in-class. The experimental program consisted of two builds of a high-speed rig: a baseline build and a second build to insert technology to manage large rotor tip gap/span ratios. The results demonstrated a reduction in the sensitivity of the compressor to large clearance ratios, which would be likely at the end-of-life of a small core application. The test campaign demonstrated that, with the insertion of technology, small core compressors can maintain a similar efficiency to current best-in-class large core size compressors. In addition to advancing the state-of-the-art of technology, the program also advanced the modeling standards for multistage compressors with large clearance-to-span ratios. The validation of this approach is described in the paper.

Axial Compressors↗
NASA NTRS2021

NASA High Efficiency, High OPR Capable Small Core Compressor

As future aircraft become lighter and more aerodynamically efficient, thrust requirements will decrease, reducing the core size of the engine. Furthermore, in the pursuit of improved fuel burn, engine overall pressure ratio and bypass ratio will increase, further driving down engine core size (core size being defined as high-pressure compressor [HPC] exit-corrected flow). These drivers together mean that the core size for future single-aisle aircraft applications will shrink below 3.0 lb/s. Traditionally, this small core compressor size is in the domain of axi-centrifugal designs, machines that are typically less efficient and limited to pressure ratios of ~25 due to stress and thermomechanical fatigue in the centrifugal impeller. In this light, NASA and Pratt & Whtiney (P&W) embarked upon a program to develop technologies to enable an all-axial high-pressure compressor with a core size below 3.0 lb/s and an overall pressure ratio greater than 50. The challenge with an all-axial high-pressure compressor at this core size is the small span at the rear of the compressor. As core size is scaled down, the rotor tip clearances, stator hub seal clearances, fillet sizes and leading edge thicknesses do not scale, leading to significant efficiency penalties. The goal of this program is to recover this lapse and realize the cycle benefits of small core size and high overall pressure ratio. The small core challenges described are mitigated through design optimization and technology insertion, enabling an estimated 5 to 10% fuel burn reduction relative to 2020 best-in-class. Three test rigs run at NASA Glenn Research Center evolved the small core design: a low-speed rig to vet technology and validate tools, and two high speeds rigs, the first to demonstrate an optimized meanline design and the second to validate technology to manage large rotor tip gaps. The efficiency improvement validated with these rigs has unlocked the small core design space, demonstrating that small core compressors can maintain a similar efficiency to current best-in-class large core size compressors. In addition to advancing the state-of-the-art of technology, the program has also advanced the modeling standards for multistage compressors with large clearance-to-span ratios. A best practice modeling standard was developed over the course of the program, incorporating learning from all three rig programs.

Axial Compressors↗
NASA NTRS1959

Performance of Typical Rear-Stage Axial-Flow Compressor Rotor Blade Row at Three Different Blade Setting Angles

A comparison of the performance of a single-stage rotor run at three different blade setting angles is presented. The rotor was of a design typical for a last stage of a multistage compressor. At each setting angle, the rotor blade row was operated from 53 to 100 percent of equivalent maximum speed (850 ft/sec tip speed) at constant inlet pressure. Hot-wire anemometry was used to observe rotating-stall and surge patterns in time unsteady flow. Results indicated that an increase in peak pressure ratio and an increase in maximum equivalent weight flow were obtained at each speed investigated when the blade setting angle was decreased. An increase in peak efficiency was achieved with decrease in blade setting angle for part of the range of speeds investigated. However, the peak efficiencies for the three blade setting angles were approximately the same at the maximum speed investigated. The flow ranges for all three configurations were about the same at minimum speed and decreased at almost the same rate when the rotative speed was increased through part of the range of speeds investigated. At maximum speed, the flow range for the smallest setting angle was considerably less than the flow range for the other two configurations. A decrease in efficiency and flow range for the smallest blade setting angle at maximum speed can be attributed primarily to a Mach number effect. In addition, because of the difference in projected axial chord lengths at the casing wall, some effect on performance could be expected from the change in three-dimensional flow occurring at the tip. Rotating-stall characteristics for the two smaller blade setting angles were essentially the same. Only surge could be detected for the largest blade setting angle in the unstable-flow region of operation.

Kussoy, Marvin I.↗
NASA NTRS1994

WINCLR: a Computer Code for Heat Transfer and Clearance Calculation in a Compressor

One of the concerns during inclement weather operation of aircraft in rain and hail storm conditions is the nature and extent of changes in compressor casing clearance. An increase in clearance affects efficiency while a decrease may cause blade rubbing with the casing. The change in clearance is the result of geometrical dimensional changes in the blades, the casing and the rotor due to heat transfer between those parts and the two-phase working fluid. The heat transfer interacts nonlinearly with the performance of the compressor, and, therefore, the determination of clearance changes necessitates a simultaneous determination of change in performance of the compressor. A computer code the WINCLR has been designed for the determination of casing clearance, that is operated interactively with the PURDU-WINCOF I code designed previously for determining the performance of a compressor. A detailed description of the WINCLR code is provided in a companion report. The current report provides details of the code with an illustrative example of application to the case of a multistage compressor. It is found in the example case that under given ingestion and operational conditions, it is possible for a compressor to undergo changes in performance in the front stages and rubbing in the back stages.

Bose, T. K.↗