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ABSTRACT
This paper presents design and testing of a transonic compressor rotor with
forward sweep. The rotor was used to investigate the influence of forward sweep on
performance and stability of a single stage transonic compressor compared with a
baseline design with radially stacked blade sections . The comparison was done
numerically with the 3D Navier-Stokes code TRACE_S and experimentally in the
Darmstadt Transonic Compressor test rig. It was found that the new rotor with forward
sweep has an increased efficiency and also a much better stall margin (much more in the
rig test than predicted by the 3D Navier-Stokes calculation). Particularly close to stall
the forward sweep diverts the flow towards the blade tip region which helps to stabilise
this region. For that reason it is possible to throttle the forward swept rotor much
further as the radially stacked rotor although the forward-swept rotor does already
suffer from separated flow in the hub.
INTRODUCTION
A major part of the losses in transonic compressor rotors is created near the blade tip.
Shock losses and the interaction of the shock with other flow phenomena, like tip clearance
flow or boundary layers, also contribute to these losses. The tendency of the shock to cause
boundary layer separation can account for an amount of loss which is significantly higher than
the actual shock loss. Therefore, sweep has been considered as a method to reduce shock
strength and to improve efficiency and surge margin. Denton et al. [1] analysed by CFD that
the effect of sweep and lean on transonic fan efficiency and pressure ratio is remarkably
small, but have a significant influence on the stall point of the fan. Ulrich [2] numerically
investigated the influence of sweep and lean on a transonic rotor with the same result. There
are mainly 3 physical effects how sweep does influence the flow in a blade row.
Basic effects of swept blades on compressor flow
a) Influence of the blade loading (figure 1): The pressure gradient perpendicular to a
plane end wall must be zero, since there can be no acceleration perpendicular to the wall. In
the case of figure 1 (aft sweep), the blade loading near the lower wall must be reduced near
the leading edge where the loading rapidly falls to zero (no blade) as one moves
perpendicularly away from the wall. Conversely the loading on the lower wall will tend to be
increased near the trailing edge since there can be little pressure difference between it and the
more highly loaded region above it. The opposite effect occurs near the upper wall. Generally
the loading in the tip region is reduced in the front area with the forward-sweep which results
in a leading edge which is more tolerant to changes in incidence. Furthermore the tip leakage
is reduced in this area (lower loading).
b) Influence on the shock posit ion (figure 2): In the spanwise direction, the shock cannot
intersect the outer casing obliquely. It must either turn normal to the casing or possibly
bifurcate in a shock/boundary-layer intersection. This requirement on the spanwise shock
shape near the casing is an inviscid phenomenon. In the absence of an endwall, the shock
shapes for the forward- and aft-swept rotors would be bent forward or backward in similar
fashion. In the presence of the endwall, however, the shock must turn normal to the casing,
moving upstream for an aft-swept rotor and downstream for the forward-swept rotor.
Generally, a shock position which is further downstream in the tip region, leads to a better
stall margin because the rotor can be throttled further until the bow shock detaches from the
leading edge.
c) Influence on the accumulation of low momentum fluid near the endwall (figure 3): In
a conventional rotor, fluid particles inside the blade boundary layer move radially outward
due to the imbalance between the centrifugal forces and the pressure gradient. The
accumulation of low momentum fluid near the endwall is considered to be a major cause of
increased aerodynamic loss and reduced operation range. In the case of a forward-swept rotor,
two mechanisms lessen the accumulation of low momentum fluid near the endwall. First, the
radially migrating boundary layer flow cannot reach the endwall region due to the forward
sweep of the blade. Second, the region of high pressure on the suction surface after the peak
in the pressure distribution is located further upstream at the tip region than at the hub region.
Therefore, radial migration of the low momentum fluid is suppressed and accumulation of
low momentum fluid near the tip is reduced.
Figure 1: Effect of sweep on blade loading Figure 2: Endwall effect on shock structure
(Denton [3]) near the casing (Hah et al. [4])
Figure 4: Sketch of the test facility Figure 5: Cross section of the test compressor
Inlet total pressure and temperature are taken in the settling chamber in front of a
bellmouth. At the inlet, wall static pressure is measured to determine the mass flow by using a
calibrated nozzle. Pressure losses in the inlet duct are taken into account by an experimentally
determined loss coefficient. The downstream flow conditions are taken from fixed total
pressure and total temperature probe rakes located on the bearing support struts behind the
stator (figure 6), while the stator is traversed circumferentially. Shaft speed, power and torque
are measured by a Torquemeter measuring device between the 800kW DC-drive and the
compressor.
0.1
chord length L [m]
0.005
L/T [-]
ROTOR 1
ROTOR 1
ROTOR 3
ROTOR 3
exit angle
5
metal angle [°]
inlet angle
ROTOR 1
ROTOR 3
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
relativ height X/H [-]
0.190
0.180
0.170
radius [m]
0.160
0.150
0.140
0.130
0.120 sweep
0.110
lean
both
0.100
axial displacement
∆η=2.5
∆η=2.5
1.75 1.75
1.70 1.70
1.65 1.65
total pressure ratio [-]
isentrop efficiency[%]
total pressure ratio [-]
isentrop efficiency[%]
1.60 1.60
1.55 1.55
1.50 1.50
1.45 1.45
1.40 1.40
1.35
ROTOR 1 1.35 ROTOR 1
ROTOR 3 ROTOR 3
1.30 1.30
14 14.5 15 15.5 16 16.5 17 14 14.5 15 15.5 16 16.5 17
massflow [kg/sec] massflow [kg/sec]
Figure 13: Stage compressor map Figure 14: Rotor compressor map
STAGE (measurement) STAGE (measurement)
1.85 2.00
=5
1.75
1.80
1.70
1.70
1.65
total pressure ratio [-]
isentrop efficiency[%]
total pressure ratio [-]
isentrop efficiency[%]
1.60
1.60
1.50 100%
1.55
90%
1.40
1.50
80%
1.30
1.45
65%
1.20
1.40
50%
1.10 40%
1.35 ROTOR 1 ROTOR 1
30% ROTOR 3
ROTOR 3
1.00
1.30
2 4 6 8 10 12 14 16 18
12.5 13 13.5 14 14.5 15 15.5 16 16.5 17
massflow [kg/sec] massflow [kg/sec]
Figure 15: Stage compressor map Figure 16: Stage compressor map
Figure 17 illustrates radial distributions of stage total pressure ratio and isentropic
efficiency near choke (m=16.7), peak efficiency (m=16.4), near stall (m=12.6) and one point
in between (m=15.2). Remarkable is the near stall radial distribution, where the rotor still
delivers high pressure rise in the tip region which indicates high stability. In the mid there is a
little penetration in pressure rise. The other curves seem to be consistent with a continuous
pressure rise at different throttle conditions. The highest efficiency is as expected in the mid
region. To wards the tip there is a strong decrease of efficiency and pressure rise as a result of
the high mach number with the resulting shock losses. Radial distributions of stage total
pressure ratio and isentropic efficiency of Rotor 1 are displayed in figure 18 near choke
(m=16.4), peak efficiency (m=16.2) and near stall (m=15.0). Here the character of the radial
pressure rise distribution is not changing at throttled conditions.
100% 100%
10
m=16.7, PIT=1.31
m=16.7, PIT=1.31
m=16.4, PIT=1.48
m=16.4, PIT=1.48
m=15.2, PIT=1.54
0.1
m=15.2, PIT=1.54
m=12.6, PIT=1.55
m=12.6, PIT=1.55
0.0 0.2 0.4 0.6 0.8 1.0
0.0 0.2 0.4 0.6 0.8 1.0
relative height X/H [-] relative height X/H [-]
100% 100%
isentropic efficiency [%]
total pressure ratio [-]
10
m=16.4, PIT=1.37
m=16.4, PIT=1.37
m=16.2, PIT=1.45
0.1
m=16.2, PIT=1.45
m=15.0, PIT=1.53
m=15.0, PIT=1.53
0.0 0.2 0.4 0.6 0.8 1.0
0.0 0.2 0.4 0.6 0.8 1.0
relative height X/H [-] relative height X/H [-]
0.2
0.2
- - - - Rotor 1 —— Rotor 3
Figure 20: Isentropic mach number ? peak efficiency (Navier-Stokes)
CONCLUSIONS
The present study indicates that the numerical prediction of global values like massflow,
pressure rise and efficiency with TRACE_S is very close to the experiment and allows the
designer to optimise the blades with a 3D Navier-Stokes solver. The calculation as well as the
measurement show an increased efficiency and also a much increased stall margin (much
more in the rig test than predicted by the 3D Navier-Stokes calculation) for the forward swept
rotor compared to a radially stacked rotor. The increased efficiency results not only from the
forward sweep but also from the increased chord length in the tip region with simultaneous
reduction of the blade number. Particularly close to stall the forward sweep diverts the flow
into the tip region which improves stability in this region. Even if separation occurs in the hub
region, the forward swept rotor can be operated in a stable condition without developing
rotating stall.
ACKNOWLEDGEMENTS
The work presented here was supported by the German Ministry of Economics Affairs.
We are also grateful to the management of MTU Aero Engines for the permission to publish
the result.
REFERENCES
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Performance, ASME Paper 2002-GT-30327, Amsterdam - The Netherlands
[2] Ulrich, M. (1999), Einfluß von 3D-Gestaltungselementen bei der Beschaufelungs-
auslegung auf Wirkungsgrad und Stabilitätsgrenze einer Hochdruckverdichterstufe,
Diplomarbeit, MTU Aero Engines GmbH – Fachhochschule Konstanz
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Lecture Series 1999-02 – Turbomachinery Blade Design Systems, Belgium
[4] Hah, C., Puterbaugh, S.L., Wadia A.R. (1998), Control of Shock Structure and Secondary
Flow Field inside Transonic Compressor Rotors through aerodynamic Sweep, ASME
Paper 98-GT-561, Stockholm - Sweden
[5] Yamaguchi, N., Tominaga, T., Hattori, S., Mitsubishi, T. (1991), Secondary-Loss
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(2000), Numerical Investigation of the Flow in an Aft-Swept Transonic Compressor
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[8] Fritsch, G., Möhres, W. (1997), Multistage Simulations for Turbomachinery Design on
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