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Propulsion:

Axial Flow Compressor & Fan


Aerospace Engineering, International School of Engineering (ISE)
Academic year : 2012-2013 (August December, 2012)
Jeerasak Pitakarnnop , Ph.D.
Jeerasak.p@chula.ac.th
jeerasak@nimt.or.th

October 27, 2012

Aircraft Propulsion

Introduction
First rotating component that the fluid encounters.
Basic function:
Impart kinetic energy to the working fluid by means of
rotating blades, then
Convert the increase in energy to an increase in total
pressure.

The pressure ratio increases, the required


fuel flow decreases and the extracted power
increases
October 27, 2012

Aircraft Propulsion

Introduction
Design of an efficient axial flow fan/compressor is
a complex process which often involve success or
failure of an engine CFD tools can efficiently be
use for complex 3D analysis and design.
Addition functions:
A small portion of the air is bled to provide some cockpit
and electronic environmental control.
A small portion is bled to provide pressurized air for inlet
anti-icing.
Some of the high-pressure cool air is directed to the
turbine and used to reduce the temperature of hot
turbine blades.
October 27, 2012

Aircraft Propulsion

Geometry
Tip
and
housing
diameter
are
approximately
constant
through
a
Rotor
blades:
do
the
compressor.
work on fluid.

Stationary blades: do
not input any energy
but
necessary
for
guiding the flow.

October 27, 2012

Aircraft Propulsion

Geometry
Dis
k

October 27, 2012

Aircraft Propulsion

Inlet & Exit Guide Vanes


Inlet Guide Vanes (IGV):
Same function as stator vanes but the design is
quite different.
They turn the incoming air, which is in the axial
direction in a direction of 1st rotor blades incident
free.

Exit Guide Vanes (EGV)


A set of stator vanes after the last stage that
readies the flow for entrance to the combustor.
Design to add swirl to the flow, which aids in
mixing within the combustor.
October 27, 2012

Aircraft Propulsion

Compressor Stage
Operation
Proper
flow
direction
from
IGV or stator of
previous stage
Conceptual
unwrapping
of middle section
Consider the flow at
some midspan blade
section (between hub
and tip).

3D effects occur in an
actual
compressor
but
for
study
purposes flow in a
cascade is considered
to be 2D.
October 27, 2012

Aircraft Propulsion

A stage:
a rotor wheel carrying
blades
+ a stator assembly
carrying
stationary
Investigation
blades or vanesof stage
aerodynamics is usually
carried out in a cascade
tunnel, an experimental
setup where single or
multi-stage cascades are
tested under simulated
flow conditions.
Absolute velocity V as
seen by an external
observer standing next
to the engine.
Circumferential
velocity U depending
on
rotational
speed
(rpm)
and
radial
position.
Relative velocity Vrel
as seen by an observer
7
sitting on the rotating

2D Simulation in CFD

October 27, 2012

Aircraft Propulsion

Velocity Polygon or Triangles

October 27, 2012

Aircraft Propulsion

Inlet Guide Vanes


The axial flow velocity
relative to the engine
flame
(absolute
velocity) at the IGV
inlet is c0.

The inlet flow to IGV


is typically aligned
with the axis of the
engine

Exit
blade
angle
relative to the axis of
the engine..
The
absolute
flow
velocity (velocity in
the
non
rotating
flame) at the IGV exit
is c1.

October 27, 2012

Exit flow angle relative


to the axis of the
engine..
Aircraft Propulsion

10

1 Stage Rotor
st

Relate
the
velocities in the
stationary
ref.
frame to those in
rotating frame
Vabs Vrel Vref frame

Resulting velocity in a
rotating frame w1. has
a flow angle 1.

c w U

Abs.
vel.
c1
has
component
in tangential direction
cu1
In axial direction ca1
Rel.
vel.
w1
has
October 27, 2012
component

If 1 = 1 incidence
angle is 0.
Difficult to happen in
off-design conditions
The difference at tailing
edge 2 and 2 is called
the deviation.

Aircraft Propulsion

11

1 Stage Stator
st

The relative flow


velocity (velocity
in
the
rotating
flame) at the rotor
exit is w1.

The absolute flow


velocity (velocity
in the stationary
flame)
at
the
stator inlet is c1.

The absolute flow


velocity (velocity
in the stationary
flame)
at
the
stator exit is c2.

October 27, 2012

Aircraft Propulsion

12

October 27, 2012

nd

Stage Rotor

Aircraft Propulsion

13

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nd

Stage Stator

Aircraft Propulsion

14

Side View of First Stage

Blade
Height

Radius of
the blade

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Aircraft Propulsion

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Single-Stage Energy Analysis


Relate the velocity from polygons to the
pressure rise and other
Axial Flow Compressor component
Trends

October 27, 2012

Aircraft Propulsion

16

Total Pressure Ratio


The equations is derived for a
single stage (rotor and stator)
using 2D planar mean line c.v.
approach.
Midway between hub and tip

Power Input to the Shaft

sh m
U2 cu2 U1cu1
W
Total Pressure Ratio of the Stage
pt2
U2 cu2 U1cu1
12
1
pt1
cpTt1

October 27, 2012

Aircraft Propulsion

Control Volume definition


for compressor stage
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Percent Reaction
A relation that approximates the relative
loading of the rotor and stator based on
the enthalpy rise:
hrotot h2 h1
%R

hstage ht3 ht1


%R
1

October 27, 2012

1
c22 c12
2
2
w1 w2

Aircraft Propulsion

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Incompressible Flow
For comparison, the pressure rise and percent
reaction of a turbomachine with an incompressible
fluid can be found from the following equations:
Power Input to the Shaft

sh m
U2 cu2 U1cu1
W

Total Pressure Rise of the Stage


pt2 pt1 12 U2 cu2 U1cu1

Percent Reaction

%R

October 27, 2012

1
p2 p1

2
2
pt3 pt1
c2 c1
2
2
w1 w2

Aircraft Propulsion

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Relationships of Velocity Polygons to


Percent Reaction and Pressure Ratio

October 27, 2012

Aircraft Propulsion

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Relationships of Velocity Polygons to


Percent Reaction and Pressure Ratio

October 27, 2012

Aircraft Propulsion

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Limit on Stage Pressure


Ratio
The rotor is moving, the
relative velocity must be used:
p p
Cprotor 2 1
1
1w12
2
For the stator, which is
stationary the relative velocity
must be used: p p
Cpstator 3 2
1
2 c22
2
1 and 2 refer to the stage inlet
and midstage properties.
October 27, 2012

Aircraft Propulsion

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Limit on Stage Pressure


Ratio
Stator

Rotor
w12 1w12
2
M1relative 2
a1
p1

2
2
c

c
2
M 2absolute
22 2 2
a2 p2

p2 1 1w1 Cprotor

1
p1 2
p1
2

p3 1 2 c2 Cpstator

1
p2 2
p2

p2
1
2
1 Cprotor M1relative
p1
2

p3
1
2
1 Cpstator M1absolute
p2
2

October 27, 2012

Aircraft Propulsion

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Ex1 : Velocity Polygon


A stage approximating the size one of the last stages (rotor
and stator) of a high-pressure compressor is to be analyzed. It
rotates at 8000 rpm and compresses 127 kg s-1 of air. The inlet
pressure and temperature are 1.875 MPa and 727.6 K,
respectively. The average radius of the blades is 335.28 mm
and the inlet blade height is 31.496 mm. The absolute inlet
flow angle to the rotor is the same as the stator exit flow
angle 15, and the rotor flow turning angle is 25. The stage
has been designed so that the blade height varies and the
axial velocity remains constant through it. The efficiency of
stage is 90%. The value of cp and are 1.08311 kJ kg-1 K-1 and
1.361, respectively, which are based on the resulting value of
T2 or average static temperature of the stage. The following
details are to be found: blade heights at the rotor and stator
October 27, 2012
Propulsion
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exits,
the static and totalAircraft
pressures
at the rotor and stator

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