Core Compressor Aerodynamic Design

ESS39/2013/09
39th Engine Systems Symposium, Cranfield University
Volume 1
Core Compressor Aerodynamic Design

David O. Rowlands
d.o.rowlands@cranfield.ac.uk
Department of Power and Propulsion, Cranfield University, Cranfield Bedfordshire MK43 0AL, UK
Abstract
The compression system in a gas turbine has been one of the major components demanding great development efforts in
recent years. This is evident in the fact that improvement in the performance of gas turbines over the last twenty years
has been based on increase in turbine entry temperature and pressure ratio. This ever increasing demand for higher
pressure ratios means the available compression technology must continually work to keep up with the demand as efficiently as possible. This paper explores the process and technique associated with the aerodynamic design of core compressors and provides an overview of the evolution, working theories, design process and methodology of core compressor
aerodynamic design. As a consolidation to this paper, the aerodynamic design of the core compressor for a low bypass
turbofan engine of a supersonic business jet is presented in the appendix of this report.
Keywords: Core compressor; Aerodynamic Design; Performance; Design Assessment; Rotor; Stator; Stall; Preliminary
Nomenclature
Symbol
W
Dh
Dt
Dm
Dh/Dt
h
Cp
T
U
Va
H/U2
Va/U
T
t
T
P
p
CPR
OPR
R
poly
is
dH
A
KB
r
M
m
Vw
P/D
Meaning
Mass flow
Hub diameter
Tip diameter
Mean diameter
Hub-to-Tip ratio
Blade height
Specific heat capacity at constant pressure
Change in temperature
Blade Speed
Axial Velocity
Angular velocity
Stage Loading
Flow coefficient
Total or stagnation temperature
Static temperature
Total or stagnation pressure
Static pressure
Compressor pressure ratio
Overall pressure ratio
Gamma
Gas constant
Polytrophic efficiency
Isentropic efficiency
De Haller number
Area
Blockage factor
Radius
Mach number
Change in angular momentum
whirl velocity
Pressure rise
1. Introduction
This report is concerned with the description of the

processes and techniques associated with the aerodynamic design of axial flow core compressors. An overview of the evolution, working theories, design process
and methodology of core compressor aerodynamic
design is also presented. As a consolidation to this report, the design of an axial flow core compressor for a
low bypass turbofan engine of a supersonic business
jet is presented in the appendix.
Unit
(kg/s)
(m)
(m)
(m)
(m)
(K)
(m/s)
(m/s)
In order to grant the reader better comprehension of

the subject of this report, the author has decided to
give a general description of an axial flow compressor.
An axial flow compressor like most other compressors
is a machine that produces pressure [1]. Air flows in
axially through the compressor and leaves the compressor axially [2]. The axial compressor consists of a
rotor and a stator which are the rotating and stationary
components of the axial compressor respectively [3]. A
pair of rotor and stator makes up a compressor stage
and a combination of several pairs of rotors and stators
result in what is known as a multistage axial flow
compressor [2]. The rotor functions to accelerate the air
flow passing across it and the stator converts the accelerated flow into pressure rise [4]. A combination of
the all the pressure rise in each stage across the axial
compressor eventually result in a higher compressor
outlet pressure in a multistage axial compressor. Generally an axial compressor is arranged in the form; a
(K)
(K)
(KPa)
(KPa)
(m)
(m)
(m/s)
ESS39/2013/09
rotor preceding a stator as shown in figure 1.1 below.

However, a stationary vane may be placed in front of
the first stage rotor to help direct the inlet air flow at
the correct angle to the rotor [5]. This stationary vane is
usually called inlet guide vane. An outlet guide vane
may also be used to help guide the flow at the correct
angle into the combustor [5]. The axial flow compressor
is driven by the turbine. According to [5], about
55%-65% of the power produced by the turbine is used
to drive the compressor.
Direction of
Rotation
Inlet Guide
vanes
reason why the axial compressor performed poorly

was due to the fact that flat surfaced blades where being used and thus already stalled blades were employed as the axial compressor blades [6] [1]. He proposed that an aerofoil shaped blade as opposed to a flat
blade would produce a uniquely higher performance
capable of making the possibility of a jet engine a reality [1]. Griffith made a drawing of such an engine. A
team which Griffith oversaw at the Royal Aircraft Establishment, Farnborough undertook researches into
axial flow compressors. They came up with the conclusion that high efficiencies reaching up to 90% were
achievable with low pressure stages in axial flow
compressors [6].
Inlet Guide
vanes
Direction of
Gas Flow
Volume 1
In 1970, the design of axial flow compressors experienced a significant turnaround [6]. This was the introduction of low aspect ratio blading meaning the introduction of large chord blades [6]. However at the time,
proper understanding of how this would produce any
performance advantage was unclear but in 1989, the
advantages and benefits of using a low aspect ratio
blading were reviewed by Wennerston [6]. He discussed
the capability of achieving higher loading and efficiency with the low aspect ratio balding.
Direction of
Gas Flow
Rotor
Blades
Direction of
Rotation
Fig.1.1 Axial flow compressor blade cascade arrangement
Today, numerous researches are underway to better

understand the complex flow within an axial flow
compressor. This has yielded useful results as core
compressors capable of delivering higher pressures at
higher efficiencies are being developed. These
achievements have been made possible through developments in the areas of advanced testing and computational fluid dynamics making it possible to produce improved blade profiles capable of delivering the
optimum performance required from axial flow compressor blades.
The remain part of this section gives an overview of

the evolution, working theories, configurations, applications and future developments of the axial flow
compressor core aerodynamic design.
1.1. Core compressor aerodynamic design Evolution
The axial compressor could essentially be described as
a reversed turbine [6]. The idea of using a reversed turbine as an axial compressor is as old as the reaction
turbine itself [6]. A patent to this effect was obtained in
1884 [6].
Advances in material technology cannot go unnoticed

as this has also greatly contributed to the development
of improved axial flow compressors capable of delivering higher pressure ratios. Figure 1.2 below show the
development of pressure ratios over the past 50 years.
According to Howell report in 1945, simply using a

reversed turbine as a compressor would give an efficiency less than 40% especially for high pressure ratio
engines [6]. A number of such axial flow compressors
were built by Parson and employed in the blast furnace
machines [6]. These compressors delivered pressures of
about 10-100kpa and gave efficiencies of around 55%
due to blade stall [6]. Parson also built a compressor
with higher pressure ratio which was to deliver a pressure ratio of about 550Kpa [6]. This however encountered some challenges and was eventually abandoned
after several attempts to no avail [6]. It is presumed that
these challenges occurred as a result of compressor
stall (surge) [6].
Engine Pressure ratio development
In the early years of compressor design, axial compressors were often neglected and overlooked due to
the low efficiency they produced at the time. More
attention was then given to multistage centrifugal
compressors which produced efficiencies of about
70%-80% [6]. In 1926 A.A Griffith reported that the
Fig.1.2 Development of pressure ratios over the past 50

years [5]
ESS39/2013/09
Volume 1
1.2. Working theories

Momentum consideration: as fluid flows through the
compressor, two components of velocity are developed,
the relative and the absolute velocity [7]. The stator
converts the absolute velocity component of the fluid
into static pressure rise while the rotor reduces the relative velocity component and increases the absolute
velocity component. This is illustrated in the velocity
triangles shown in figure 1.3. Essentially all the pressure rise is obtained at the stator. Consequently, as air
flows through the stage, there is a change in the momentum of air in the direction of rotation. This results
in whirl components of the velocities. The whirl component of the absolute velocities at rotor inlet and outlet are given as Vw0 and Vw3 respectively as shown in
figure 1.3 below.
In axial flow compressors, air comes into the compressor axially and is accelerated by the rotors prior to
entry into the stators [2]. The stators convert the accelerated flows which have developed kinetic energy into
static pressure through diffusion and redirect the flow
at the correct angle into the next stage rotor blade [7].
This process is continuous throughout every stage, in
each stage producing a pressure rise. The corresponding outlet pressure is thus higher than the pressure at
the inlet of the compressor. With the increase in pressure, there is an accompanying increase in temperature.
In order to maintain an optimum value of Mach number, the cross sectional area of the compressor is reduced downstream as the fluid flows across the compressor and is compressed [1].
Considering a unit mass flow m across the rotor, the

change in angular momentum is given by;
The process of compression in an axial flow compressor is governed by the following fundamental principles which govern fluid flow.
(1.5) [7]
But torque is defined as the rate of change of angular
momentum, thus
st
The Conservation of mass (1 law of thermodynamics [7])

The concept of entropy (2nd law of thermodynamics) [7]
Conservation of momentum (Newtons 2nd
Law) [7]
Mass flow continuity (Conservation of Mass)
(1.6) [7]
It is known that
(Rate of doing work)
(1.7) [7]
[7]
Hence the following can be obtained as the work done

per unit mass flow;
As has been earlier mentioned, fluid enters and leaves

the compressor axially. Thus, the centrifugal component in the energy equation is of no consequence to the
compression and is therefore not considered.
(1.8) [7]
The work done per unit mass flow must be equal to the
total energy across the stage. Thus,
Thermodynamic consideration; the thermodynamic

consideration in the compression process are as follows.
At inlet to stage, total energy is
(1.9) [7]
Where U1 and U2 are the blade speeds at rotor inlet and
outlet respectively.
(1.1) [7]
At exit from stage, total energy is
(1.2)
More pressure rise per stage is obtainable if some

pressure rise can be obtained from the rotor. This
brings into light the reaction principle in
turbomachinery where a 50% rise in pressure can be
obtained from the rotor and the remaining from the
stator. For this to be achieved, the rotor has to be designed to achieve pressure rise in addition to its flow
accelerating functionality. The reaction of an axial flow
compressor stage can be defined as the proportion of
stage pressure rise occurring in the rotor blade [7]. In
Figure 1.4 the reader can observe symmetry in the
combined velocity triangles. The velocity ratios are
similar indicating a 50% pressure rise in rotor and stator respectively. However, this might not always be the
case.
[7]
However, because no change in total energy across

stator,
(1.3) [7]
Hence, stage stagnation enthalpy, H is given as
(1.4) [7]
Where Cp is specific heat, Vo and V4 are the rotor inlet
and stator outlet absolute velocities respectively, T0, T3
and T4 are the stagnation temperatures at rotor inlet,
stator inlet and stator outlet respectively, T is the
change in total temperature and H change in total
energy.
3
ESS39/2013/09
Volume 1
equation and therefore the equation takes the form as

shown below.
(1.12) [9]
1.3. Performance
The performance of core compressors can be estimated
by observing and analyzing the compressor performance characteristic curve associated with the compressors. These performance characteristics are represented in terms of flow rate (Q), total pressure (P),
Non-dimensional mass flow (
) and efficiency
() [10]. Other factors that characterize the performance
of axial flow core compressor are the compressor
pressure ratio, non-dimensional shaft speed and polytrophic efficiency among other things [7]. A compressor
map gives information on the performance of a compressor and enables the optimization of the compressor
for the best feasible operating condition.
Fig.1.3 Velocity triangle for a compressor stage [7]
In the figure above, Va is the axial velocity of the inlet

flow air. V1 and V2 are relative velocities and V0, V3
and V4 are absolute velocities.
An estimate of the performance of a compressor can be

determined before the compressor is even run by analysis of the compressor characteristic maps [9]. These
maps give an overall view of the pressure, temperature
and efficiency rise per mass flow. The performance of
the compressor at off design conditions (that is conditions of operation other than that at the design point)
can be observed and analyzed through performance
simulation of the compressor performance characteristic [10]. The observed difference between the ideally
expected performance of the compressor and the obtained performance gives an idea of the losses in the
compressor. Factors that influence the intensity of
losses in a compressor includes flow separation, flow
instability, tip leakages, blade friction losses. All these
losses can be categorized as either profile losses, separation losses or secondary losses [7]. A proper
knowledge of the performance of a compressor goes a
long way in determining the effectiveness and efficiency of the compressor and the feasibility of designing the compressor.
Fig.1.4 Combined Velocity triangle for a compressor stage

[7]
Compressor efficiency: The compression process is

isentropic this is because no heat is added or removed
from the axial compressor during compression. Generally, the axial compressor function to increase pressure
from the inlet to the outlet of the compressor and this
is measured by the compressor pressure ratio which is
the ratio of the pressure delivered by the compressor to
that entering the compressor [8]. The compressor pressure ratio is given by the relationship,
(1.10)
1.4. Core compressor Stability

Core compressors are designed to operate at optimum
performance at design point. In actual practice however, the operation of the compressor often deviates from
the design point. This condition of operation could be
either part speed performance that is operating below
the design point speed (at reduced RPM) or transient
performance which occurs during rapid acceleration or
deceleration. In either case the compressor would
move towards either stall or choke respectively. Compressor stall also know as compressor surge occurs
when the maximum achievable pressure rise in a compressor stage is exceeded the compressors thus becomes unstable and surge or stall occurs [7]. Compressors operate at highest efficiency close to the stall point
or line however the actual value of the stall per
[9]
Where P2 is the compressor outlet pressure and P1 is

the pressure at compressor inlet.
In relation to equation 1.10 and since the compression
process is isentropic; the ratio of the outlet to the inlet
temperature across the axial compressor can be expressed as:
(1.11) [9]
Where = ratio of specific heats. The above equation
is for an ideal condition. In actual practice, the efficiency factor of the compressor is included into the
4
ESS39/2013/09
Volume 1
non-dimensional rotational speed is not known. An

estimate of this value is usually obtained.
The stability of an axial compressor is usually kept in
check by the maximum pressure rise across the blade
row or
[7]
. It is usually expressed in the form

(1.13) [7]
Were D is the inlet dynamic head and
is the De
Haller number (dH). During design of compressors,

the values of
should not exceed 0.5 [7]. That is,
(1.14) [7]
Or
Fig.1.7 Velocity triangle at increased flow [7]
(1.15) [7]
In Figure 1.8 point B indicates the operating point of

the engine when mass flow (Va) is reduced, point C
indicates the operating point of the engine when mass
flow (Va) is increased.
Consider the scenario of a single stage compressor

operating at constant rotational speed having a throttle
valve to regulate the mass flow as show in figure 1.5
below [7].
Fig.1.5 Simplified compressor model [7]
If the mass flow into the stage is reduced (simulating

part speed operation) by adjusting the throttle accordingly, there would be a decrease in the inlet flow area
as seen in figure 1.6 and thus the change in area between inlet and outlet would increase resulting in increased change in pressure (P). The reverse would
occur if the mass flow (Va) is increased; Figure 1.7.
Fig.1.8 Pressure rise flow characteristic [7]
In above figure, Point B moves closer to stall and point

C moves towards choke.
For a multistage axial flow compressor, the forward
stages tend to move towards stall and the rearward
stages tend to move towards choke during part speed
operations [7]. During transient operation, the rear stages move towards choke [7]. The center stages however
tend to be relatively unaffected at part speed [7]. There
are several techniques that designers use to reduce the
effect of part speed performance in axial flow compressors aerodynamic design. Some of these techniques include:
Variable temperature rise distribution across the stages [7]: This essentially builds in a stall margin into the
compressor. The idea is to unload the early and rearward stage and load up the middle stages which are
relatively unaffected by the part speed behavior [7].
Ultimately, the forward and rearward stages are designed to achieve lesser pressure rise [7]. The disadvantage is that the forward stages produce the highest
pressure ratio for a given work output due to the higher
density [7]. Hence it would not be so wise to design
them to achieve too low a pressure rise.
Fig.1.6 Velocity triangle at reduced flow [7]
Variable inlet guide vanes and stators [7]: this function

5
ESS39/2013/09
in redirecting the inlet air at a sufficiently correct angle

to the rotor to un-stall the flow at the rotor exit during
part speed operation [7].
Volume 1
Fig.1.10 Compressor annulus configuration [7]
The rising line configuration results in a higher outlet

hub to tip ratio
, higher blade speed (U) at rear
stages and more tip leakage flow but has the advantage
when it comes to blading design considerations due to
the higher blade speed [7]. The reverse occurs with the
falling line configuration. A constant mean diameter on
the other hand combines the characteristics of the other
two configurations and is often selected as an initial
choice annulus configuration in core compressor preliminary design [7].
Use of Bleed air [7]: this provides a reduction in the

inlet air angle through an increased mass flow [7]. This
increase in mass flow will however not pass through
the rear stages which are approaching choke [7].
Multi-spooling [7]: This involves a reduction in the
blade speed without any change to the mass flow (Va).
The result is a reduction in the air angle at part speed
operations for stages prone to stalling.
In actual practice, combinations of all these techniques
also known as part speed crutches are adopted to accommodate the part speed behavior of core compressors [7]. The choice of part speed crutch is usually based
on the engine application and requirements and also on
the background, experience and commitment of individual engine manufactures [7].
1.6. Applications of axial flow compressors

Axial flow compressors find application in a variety of
areas. The author has outlined some area of application
of axial flow compressors below.
Delivery of the required pressure for combustion, cabin pressurization and turbine cooling
in turbo fan and turbo jet engines [1].
Marine application as engines for high speed
ships [1].
Industrial applications including; air for fluid
catalytic cracking processes (FCC), air for
blast furnaces and in large air separation
plants [2].
Most gas turbine application units over 5MW make
use of axial flow compressors [5].
1.5. Annulus Configuration

The annulus configuration for an axial flow compressor could be a rising line (constant tip or outside diameter), falling line (Constant hub or inside diameter) or a
constant mean diameter [7]. The figure 1.10 shows the
various annulus configurations for core compressors.
Mean line
1.7. Future Development of axial flow core compressors

In the future, axial flow compressors will produce
higher pressure ratios. This can be linked to the fact
that increase in the efficiency of gas turbines is dependent on the increase in pressure ratio and turbine
entry temperature of the gas turbines [5]. Thus to
achieve higher turbine efficiencies, there would have
to be an unavoidable increase in pressure ratio. This
would mean an improvement I the available compressor material technology to be able to accommodate the
higher temperatures accompanying the increase in
pressure ratio.
Fig.1.9 Compressor annulus diagram [7]
The choice of annulus configuration is usually influenced by the mean diameter requirements of the preceding or succeeding compressor in a multi-spool or
multi-shaft configuration [7].
In recent years, modern engines have employed compressor and turbine blades designed from 3-D design
techniques. These have resulted in more aerodynamically efficient blades [11]. Future developments in axial
compressor blades would also include the evolution of
more efficient 3-D blade designs and innovations producing greater aero-dynamical efficiencies in core
compressor blades.
2. Aerodynamic Design
In this section, the author describes the processes involved in the aerodynamic design of axial flow core
compressors.
6
ESS39/2013/09
Volume 1
given to the performance office from the aerodynamic

design office and appropriate modifications and compromise are implemented [12].
The aerodynamic design of core compressors is an

iterative process which experiences changes and modifications as the entire design process progresses. Input
and feedback from various design section influence the
final outcome of the core compressor aerodynamic
design. The flow chart below gives an idea of the processes that influence a typical core compressor aerodynamic design.
The outputs from the aerodynamic design are passed

on to the mechanical design office. Again continuous
communication is established between the mechanical
office and the aerodynamic and performance office [12].
Appropriate compromise is made and the process continues through to manufacturing, testing and development before finally getting to the production stage [12].
More often than not, the results obtained from each of
the design sections are contradicting thus, optimum
resolutions and compromise are made in order to finally arrive at a feasible solution.
The subsequent subsections in this report outline the
processes undertaken in the aerodynamic design of
core compressors.
2.1. Design Requirements
The first step involved in the aerodynamic design of
core compressors is the determination of general requirements. It is necessary to know what type of engine the compressor is to be designed for, its applications and performance requirements. As stated above,
the design requirements are retrieved through market
research, literature reviews and directly from the customer (i.e. what the customer demands). The design
requirement eventually emerges as a simple document
stating component requirements like efficiency and
power [12].
Fig.2.1 Schematic diagram of a general design procedure

[12]
Figure 2.1 illustrates the general overview, inter-relationship and interdependency between the various disciplines involved in the core compressor design
process. The major area of focus for this report is the
aerodynamic design discipline. The author has decided
to show this chart in order to give the reader a better
understanding of how the various sections in the overall design process influence the aerodynamic design
and vice versa.
2.2. Component Specification

The component specifications are the outputs retrieved
form a design point performance analysis carried out
on the engine for which the compressor is to be designed for. From these, the preliminary compressor
specification parameters are retrieved. The preliminary
compressor specification parameters could be modified
at any point in the design process in order to obtain a
feasible final compressor design. Preliminary compressor specification parameters include:
Component pressure ratio, CPR
Target polytrophic efficiency (stage efficiency), poly
Mass flow, W
Inlet Pressure, Pin
Inlet temperature, Tin
Specific heat capacity, Cp
Ratio of specific heats,
All the sections involved in the design process have a

common goal which is ensuring manufacturing feasibility with the optimum attainable performance [12].
The compressor design process begins from the overall
specification. This is obtained through literature reviews, market research and determination of customer
requirements. Information regarding overall design
requirements such as output power and efficiencies are
usually retrieved at this stage [12]. The resulting specifications are then used to undertake performance analysis taking into account a number of important factors
such as component efficiencies; pressure losses and air
bleed [12]. The performance analysis is carried for both
the design point and off design point condition. This
eventually yields design point variables such as mass
flow, pressure ratio and temperatures which are used in
the aerodynamic design [12]. Feedback is continuously
2.3. Assumption and Chosen Variables

Assumptions based on established theories, literature
reviews and experience are made. These are necessary
for the commencement of the compressor aerodynamic
design. It is necessary to note that at this stage in the
7
ESS39/2013/09
Volume 1
a minimum [7].
design, nothing much is known about the compressor

and thus an initial set of assumptions and design
choices have to be made. Some assumptions made
during the preliminary design phase of core compressors are outlined below.
Constant axial velocity at entry to each stage [7]

Air inlet angle at entry to each stage is zero [7]
Temperature rise per stage is the same [7]
Design for 50% reaction [7]
Free Vortex flow design [7]
Apart from the general design assumptions which are
made, some choices on initial design variables are also
made. These include:
Mean blade speed at first rotor inlet. Typically this should not exceed 365m/s. [8]
Mean axial velocity at inlet to each stage.
Typically between 150-200m/s
Inlet hub/tip ratio. Typically between 0.4-0.6
(could exceed this range)
Stage temperature rise distribution. Could be
constant for preliminary design cases. Typical values as high as 50K.
Annulus configuration. This could be rising
line, falling line or constant mean annulus
configuration. [7]
It is to be noted that these assumptions and design
choices are not a rule of thumb and could vary from
those stated in this report. The assumptions and choices made in compressor design are usually application
dependent. An example of assumptions made for the
design of an axial flow core compressor can be found
in the appendix.
Determination of Velocity Triangles

In order to adequately describe the aerodynamic results
obtained and the compressor blade reaction (behavior),
velocity triangles for the mean, root and tip of each
stage of the compressor are generated. The velocity
triangles at the mean should conform to the initially
made assumption of 50% reaction meaning pressure
rise is partly produced in rotor and partly in the stator
unless the assumptions made are otherwise. Calculations and figures relating to the velocity triangles of a
core compressor can be found in the appendix.
Determination of loading parameters
Two important loading parameters to be determine in
compressor aerodynamic design are the stage loading
parameters and blade loading parameters [7].
Stage loading parameters
The rotor exit blade speed is used to obtain the stage
loading parameters for each stage [7]. The performance
of a stage is characterized by the stage loading and
stage flow coefficient given by
and
respectively [7]. The stage loading and flow coefficient
give a broad overview of the performance obtainable
from a stage. The values of stage loading and flow
coefficient can be used to read off estimations for the
stage performance from a loading chart [7].
Blade loading parameters
This is concerned with the determination of the De
Haller number at rotor and stator. The De Haller number is the ratio of the blade outlet velocity to the inlet
velocity given by [7]. This gives details about the
2.4. Design Methodology
performance of the blades. A value of De Haller number less than 0.72 means the blades have stalled [7]. If
this is the case for a blade, certain design measures
referred to as part speed crutches have to be have to be
employed in the final compressor aerodynamic design
to solve problem. An example of a design were such
measures have been taken can be found in the appendix.
The aerodynamic design of axial flow compressors

entails first undertaking a preliminary design to determine the feasibility of proceeding with the final design
stage of the compressor based on the initially chosen
design variables. If the results of the preliminary design indicate an unfeasible core compressor design,
appropriate modifications, compromise and decisions
have to be made to the design within the constraints of
the overall design objectives for the core compressor.
Determination of flow Mach numbers

The inlet and outlet relative and absolute flow mach
numbers are determined form the output obtained from
the previous stages of the aerodynamic design [7]. Determination of the flow mach numbers are useful tools
in assessing the design results and also in blading design. Typically, the rotor outlet axial Mach number
should be less than 0.45 [7]. Calculations involving the
determination of the flow Mach number for an axial
flow core compressor can be found in the appendix.
Annulus Sizing
After the design variables have been chosen, the next
step is to size the annulus. This entails the determination of the overall shape and size of the core compressor. The inlet, intermediate and outlet annulus geometry for each stage of the compressor is obtained using
the parameters obtained from the performance specification of the engine. Considerations of blockage factor
must be made for each stage. Blockage refers to the
effective reduction in flow area [9]. The blockage factor
in a turbomachine is related to pressure rise, flow
range and losses in the turbomachine [9].
2.5. Design Results

Assessment of the results obtained from the preliminary compressor design is undertaken to determine
conformity with the typically expected values for core
compressors. Also matching of the core compressor
A limit is placed on the outlet hub-to-tip ratio of the

final stage which must be below 0.92 to keep losses to
8
ESS39/2013/09
Volume 1
annulus with other components of the engine commences. Any contradiction, conflicts and/or interface
issues would be addressed in the process of the final
compressor design. The table below shows values of
some typically acceptable variables for core compressor aerodynamic design.
Table 2.1 Acceptable values core compressor aerodynamic design [7]
Parameter
Value
De Haller number
> 0.72
Mean blade speed
< 365m/s
Outlet hub/tip ratio
< 0.92
Outlet axial mach number
< 0.45
First rotor relative tip Mach no.
< 1.3
First stage root loading
< 0.7
S=pitch
2= Outlet blade metal angle
O=throat width
=Camber angle (1-2)
b=Chord Length
t=maximum thickness of blade
=Solidity (b/s)
L.E. =Leading edge
=stagger angle
T.E. =Trailing edge
1= Inlet blade metal angle
Z=Distance along chord from L.E. to point of maximum camber
2.6. Final Design
Fig.2.1 Aerofoil nomenclature [11]
After proper assessment of the preliminary design results have been carried out, a final design of the core
compressor follows. This design is carried out to modify and correct the limitations and conflicts that
emerged from the preliminary design and arrive at a
design compromise between conflicting requirements
based on feedback from other sections of the design
team. Usually, the final design choices may include the
following.
Introduction of variable temperature rise distribution as a part speed crutch to remedy any
design issues arising from the blade loading
results [7].
Modifications to the annulus configuration as
necessary. This often arises from component
matching conflicts.
Introduction of variable inlet guide vanes,
outlet guide vanes and stator vanes as part
speed crutches and as a means to resolve any
De Haller number problems (that is stalling
problems) [7].
Other choices could entail the change of blade speed or
even employment of additional spools (shafts) [7]. The
eventual choice of part speed crutch usually involves a
combination of solutions however; the choice and decisions made are totally application dependent [7].
Assumptions based on the type of aerofoil section and

thickness to chord ratio (t/c) are made and estimations
for the space to chord ratio (s/c) are also undertaking
using Zweffel and Howells methods of estimation [7].
The mean value of these estimates is usually chosen [7].
Results obtained from blading design include: the angles of incidence and deflection, deviation, stall margin,
deflection factor, critical Mach number, throat margin,
camber and stagger angle [15]. Approximate limits for
blading design values are shown in the table below.
Table 2.2 Blading result limits [15]
Parameter
Design Point
Maximum Off Design
DH
> 0.75
----
DF
< 0.45
----
istall-i
> 8.0o
0.00
E/E*
~1.0
< 1.25
i-i*/E*
0.00
0.4
Mcritical
> M3
----
The critical Mach number should be less than the design point Mach number otherwise losses would be
high [15]. The blade chord is determined from the blade
aspect ratio and blade height. The obtained chord is
used to calculate the inter-blade spacing using the
space to chord ratio (s/c) relationship. The number of
rotor and stator blades for each stage can thus be determined.
Blading Design
The final core compressor aerodynamic design also
includes blading design. The blading design is carried
out to obtain the blade geometry and number of blades
required for each stage of the compressor. Output data
from the compressor final design are used to undertake
the blading design. The parameters required from the
final design for the blading design include: the inlet
and outlet blade angles and Mach numbers. Figure 2.2
below shows the nomenclature for a compressor blade
profile.
2-D and 3-D analysis of the blade profiles are undertaken using advanced blade design models and computer codes as one means of validating the blade performance. An unsatisfactory estimated blade performance will lead to modification of the blade design to
achieve the optimum possible performance. Blading
9
ESS39/2013/09
design for a core compressor can be found in the appendix.
Volume 1
3. Future Developments in Core Compressor aerodynamic Design.
2.7. Final performance
Future developments in the aerodynamic design of

core compressors would be geared towards further
advancements in computational fluid Dynamics (CFD)
thus producing blade geometries and profiles capable
of operating at higher Mach numbers and aerodynamic
loading with minimal loss in efficiency. More in-depth
study into 3-Dimensional blade designs with sweep
and dihedral (also referred to as lean and bow) will be
undertaking and this would yield improvements in the
design of flows close to the hub and casing.
Once all modification to the aerodynamic design have

reached a feasible conclusion, a final performance using the final aerodynamic design results obtained is
undertaken to determine the estimated performance of
the engine with the core compressor design configuration chosen.
3. Advantages and Limitations of core

compressor aerodynamic Design.
3.1. Advantages of core compressor aerodynamic
design
Core compressor aerodynamic design provides a means of in-depth step by step design
of compressors with the benefit of observing
and altering the behavior and properties of the
compressor to suit particular applications and
meet design requirements with the optimum
possible performance.
Core compressor aerodynamic design allows
for the identification of conflicting design requirements and provides techniques through
which these conflicts are optimally resolved.
Advances in the study and analysis of 2-D
and 3-D compressor blade profiles and cascades have made improvement in the performance of compressor blades possible [11].
The use of modern computational fluid Dynamics (CFD) to guide core compressor design has made it possible to achieve higher
stage aerodynamic loading and mach numbers
thus resulting in lesser number of compressor
stages, lighter core compressor and cheaper
engines [10].
Improvement in material technology will also provide

the premise for designing core compressors to operate
at higher and higher pressure ratios in the future thus
producing higher engine overall performance.
4. Conclusion
The author has described in general the evolution of
core compressor aerodynamic design with highlights
on the processes, techniques and theories associated
with the aerodynamic design of core compressors. An
overview of the methodology involved in the design of
core compressors has been presented with a summary
on the advantages and limitations of core compressor
aerodynamic design. A brief discussion in relation to
the future development of core compressor aerodynamic design has been presented. An appendix detailing the overall aerodynamic design of an axial flow
compressor for a low bypass turbofan engine of a supersonic business jet has also been included
However there is room for further improvement particularly in the area discussing the future development
of core compressor aerodynamic design. The author
was unable to retrieve much information concerning
this area but believes could be an interesting area to
investigate.
3.2. Limitations of core compressor aerodynamic

design
The aerodynamic design of core compressors
is a complex process requiring a continuous
and healthy communication channel between
the aerodynamic designer and other section of
the design team. A break in the communication channel could result in heavy repercussions to the entire design process particularly
in the areas of cost and time wastage.
During core compressor aerodynamic design,
conflicts and interface issues always arise one
way or another and thus a compromise has to
be reached in order to balance conflicting design requirements during the design process.
The actual efficiency of the core compressor
cannot be known until the design process is
completed and the engine is run for the first
time.
Recommendations
The author recommends that proper validation of results obtained from core compressor aerodynamic designs should not be limited to the typically recommended values stated in this report. Validation of core
compressor aerodynamic design results may vary as
influenced by different factors.
The calculations in the appendix have only been validated based on values obtained from literature. No
other form of validation has been done on the design
results. The author recommends further validation of
the design results obtained for the core compressor
presented in the appendix.
The author also suggests a further investigation into
the future developments of core compressor aerody10
ESS39/2013/09
namic design.
Volume 1
[17] E. Benini, "Advances in Aerodynamic Design of Gas Turbines

Compressors," in Advances in Aerodynamic Design of Gas Turbines
Compressors, I. Gurrappa, Ed., Italy, InTech, 2010.
Acknowledgements
[18] J. Kirchner, "Aerodynamic Design of an Aspirated Counter-Rotating

Compressor," Massachusetts Institute of Technology, Massachusetts,
2002.
The author wishes to appreciate the God of mercy and

grace for his continuous guidance and assistance all
through the course of this report and the M.Sc. Thermal Power program. Further appreciation also goes to
the sponsors of my M.Sc. Thermal Power program at
Cranfield University who also are my Parents, Mr. and
Mrs. Henry A. Rowlands and to all my lectures who
have transferred so much knowledge to the 2013
March start M.Sc. Thermal Power course students.
Finally, my special appreciation goes to all my friends
and family who I havent given much attention in the
past few months.
[19] F. Niclas, "Axial Flow Compressor Mean Line Design," Department

of Energy Sciences, Lund University, Sweden, 2008.
[20] R. A. Wadia, D. P. Wolf and F. G. Haaser, "Aerodynamic Design and
Testing of an Axial Flow Compressor With Pressure Ratio of 23.3:1
for the LM25001 Gas Turbine," Journal of Turbomachinery, vol. Vol.
124, 2002.
[21] S. Klaus, "Advanced Compressor Technology Key Success Factor
for Competitiveness in modern Aero Engines," Mnchen, 2001.
[22] F. Leboeuf, I. Trebinjac, X. Ottavy and N. Gourdain, "Aerodynamic
Studies in High-Speed Compressors Dedicated To Aeronautical
Appliactaions," 2010.
Reference
[1] wikipedia.org, "wikipedia-axial flow compressors," 2013. [Online].
Available: http://en.wikipedia.org. [Accessed 20 August 2013].
[2] Encyclopedia of alternative energy, "Encyclopedia of alternative
energy and sustanable living," 2013. [Online]. Available:
www.daviddarling.info/encyclopedia/A/AE_axial_flow_compressor
.html. [Accessed 17 August 2013].
[3] Z. S. Spakovszky, "Massachusetts Institute of Technology," August
2013. [Online]. Available:
http://web.mit.edu/16.unified/www/FALL/thermodynamics/notes/
node92.html. [Accessed 20 August 2013].
[4] S. Sarkar, Flow through Centrifugal & Axial Flow Compressors,
NITISH BHUSHAN IITDELHI, 2013.
[5] P. B. Meherwan, "National Energy Technology Laboratory," 2013.
[Online]. Available:
http://www.netl.doe.gov/technologies/coalpower/turbines/refshelf/
handbook/2.0.pdf. [Accessed 17 August 2013].
[6] S. L. Dixon, "Fluid Mechanics and Thermodynamics of
Turbomachinery," in Fluid Mechanics and Thermodynamics of
Turbomachinery, Elsevier Butterworth-Heinemann, 2005, pp.
137-138.
[7] K. W. Ramsden, D. Macmanus and P. K. Zachos, "Aerodynamic
design of axial Compressors and Turbines", Course notes, Cranfield
University, 2013.
[8] Glenn Research Centre, "National Aeronautics and Space
Administration," 11 July 2008. [Online]. Available:
http://www.grc.nasa.gov/WWW/K-12/airplane/caxial.html.
[Accessed 2013 August 2013].
[9] P. Pilidis and J. R. Palmer, Gas Turbine Theory and Performance,
Cranfield University, n.d..
[10] V. A. Pachidis, Gas Turbine Performance Simulation, Cranfield
University, n. d..
[11] N. A. Cumpsty, Compressor Aerodynamics, Florida: Krieger
Publishing Company malaba, 2004.
[12] E. Funda, "Multidisciplinary Conceptual Design of a Transonic High
Pressure Compressor," Chalmers University of Technology, Goteborg,
Sweden, 2011.
[13] W. Ramsden K, D. Macmanus and P. K. Zachos, "Turbomachinery
Assignment - Guidelines for group Presentation and Individual report,"
Cranfield University, 2013.
[14] L. S. Kenneth, "Blockage development in a transonic, axial
compressor rotor," NASA-Lewis Research Center, Cleveland, Ohio,
1997.
[15] S. Noel, "Compressor Blade Design-MSc Thermal Power Course,"
Cranfield University, 2013.
[16] Wikimedia.commons, "Wikimedia.commons," 2013. [Online].
Available: http://www.common.wikimedia.org. [Accessed 17 August
2013].
11
APPENDIX
ESS39/2013/09
Volume 1
Department of Power & Propulsion
HIGH PRESSURE COMPRESSOR
AERODYNAMCIC DESIGN FOR SUPERSONIC

AIRCRAFT ENGINE
Rowlands, David
S189191
GDP Team 2
ESS39/2013/09
Volume 1
ABSTRACT
Gas turbine engines for supersonic commercial aircraft applications are not particularly
common. This can associated with several economical and technical factors surrounding the design and manufacture of such engines. Every commercial airline operator desires to maximise profit and minimise cost without compromising performance, quality and standards. A supersonic aircraft poses a threat to these goals as majorly the cost of operation and maintenance of the aircraft would rise significantly. An
engine that would be required to power such aircraft would consume a lot of fuel in
order to achieve such supersonic speeds. This will in turn affect the cost of operation
and reflect on the price of passenger airline ticket (among other things) which would
become higher.
Thus, the design of a supersonic engine would be majorly based on the availability and
nature of the market. This is obtainable through proper market research. Another factor
influencing the design of a supersonic engine is the technical challenges that would
arise during the design of the engine to ensure it is capable of satisfying optimally all
the demands required of it. One of such challenges is encountered in the design of an
efficient compression system.
This document gives the detailed report of the aerodynamic design for the high pressure
axial flow compressor of a low bypass turbo fan engine for a supersonic business jet
with a passenger capacity of 50. The design point parameters of the engine were obtained at cruise. The cruise altitude is 18000m above sea level and the thrust of the
engine at this altitude is 51KN. The high pressure compressor is expected to compress
the air to a pressure of 870KPa and deliver a temperature of 898K to the combustor.
ESS39/2013/09
Volume 1
Nomenclature
Symbol
W
Dh
Dt
Dm
Dh/Dt
h
Cp
T
U
Va
H/U2
Va/U
T
t
T
P
p
CPR
OPR
R
poly
is
Dhr
Dhs
dH
A
KB
0
1
2
3
4
r
M
m
Vw
P/D
Meaning
Mass flow
Hub diameter
Tip diameter
Mean diameter
Hub-to-Tip ratio
Blade height
Specific heat capacity at constant pressure
Blade Speed
Axial Velocity
Angular velocity
Stage Loading
Flow coefficient
Total or stagnation temperature
Static temperature
Total or stagnation pressure
Static pressure
Compressor pressure ratio
Overall pressure ratio
Gamma
Gas constant
Polytrophic efficiency
Isentropic efficiency
rotor De Haller number
stator De Haller number
De Haller number
Area
Blockage factor
Rotor absolute air inlet angle
Rotor relative air inlet angle
Rotor relative air outlet angle
Rotor absolute air outlet angle
Stator air outlet angle
Radius
Mach number
Change in angular momentum
whirl velocity
Pressure rise
Unit
(kg/s)
(m)
(m)
(m)
(m)
(K)
(m/s)
(m/s)
(K)
(K)
(KPa)
(KPa)
(m)
degrees
degrees
degrees
degrees
degrees
(m)
(m/s)
ESS39/2013/09
1.0
Volume 1
Introduction
A compressor is a pressure producing machine [1]. Compressors used in gas turbine
engines could be either axial flow compressors or centrifugal compressors. This report
however is concerned with the aerodynamic design of axial flow compressors. Generally, axial flow compressors consist of rotors and stators. Air flows into the compressor
axially (i.e. parallel to the axis of rotation) passing across the rotors and stators. The
rotor is the rotating component of the compressor while the stator is the stationary
component [2]. The job of the rotor basically is to accelerate the flow while the stator
raises the pressure of the flow and redirects the flow at the correct angle into the next
rotor [2]. A pair of rotor and stator is known as a stage [3]. Pressure and temperature increase as flow progresses through each stage in an axial flow compressor [4]. The figure
below shows the compression section of a gas turbine engine.
Stator
Rotor
Axial inlet
air flow
Axial inlet
air flow
Figure 1: Compression section [5]
This report presents the aerodynamic design of the high pressure compressor for the
engine of a supersonic business jet with a passenger capacity of 50 persons. The high
pressure compressor (HPC) has an inlet temperature and pressure of 611K and 232KPa
respectively. It is required to deliver a temperature and pressure of 898K and 870KPa
respectively to the combustor at a compressor pressure ratio of 3.75. The mass flow
through the high pressure compressor is about 91Kg/s.
A preliminary design is carried out on the compressor to determine its compatibility
with other engine components and the feasibility of proceeding with the compressor
final design. A final design which considers the part speed performance and transient
performance of the HPC is also undertaken.
Validation of the results obtained was limited to comparisons with typically acceptable
values for high pressure compressors found in literature.
ESS39/2013/09
1.1
Volume 1
Selection of Preliminary Design Parameters

Preliminary design Performance Specification Data
An initial performance analysis was carried out on the overall engine at cruise. From
this, the preliminary design performance specification data was obtained. The table
below shows the high pressure compressor preliminary design specification parameters
used for the high pressure compressor (HPC) preliminary design. The cruise condition
is the design point of the engine.
Table 1: showing preliminary design performance specification data
Parameter
Symbol
Value
Unit
HPC pressure ration
CPR
3.75
---HPC Inlet Mass flow
W
90.51
Kg/s
HPC inlet temperature
T1
611
K
HPC outlet temperature
T2
898
K
HPC inlet Pressure
P1
232
KPa
HPC inlet Pressure
P2
870
KPa
Ratio of specific heats
1.40
Specific heat capacity
CP
1005
J/kg/K
Gas constant
R
287
Preliminary design Assumptions and chosen variables

In order to undertake the preliminary design, several variables where chosen and assumptions made. These where based information gotten from literature relating to the
nature and type of the core compressor that was being designed. These assumptions
are outlined below.
A constant tip annulus configuration.
Constant stage temperature rise of 39K.
Constant mean axial velocity, Va of 200m/s at inlet to each stage.
An air inlet angle of zero at inlet to each stage (ao = 0)
Mean blades speed, Um at first rotor inlet of 275m/s
Inlet hub-to-tip ratio of 0.4 at first stage
Polytrophic efficiency of 0.90
1.2
Determination of Number of Compressor Stages and Isentropic Efficiency

To determine the number of stages of the compressor, the desired stage temperature
rise, Tstage was assumed based on information from literature. A value of 39K was
used. The overall stage temperature rise was obtained. This was given by the relationship shown below. The compressor outlet parameter where obtained from the
performance analysis carried out.
(1)
Where Toverall is overall temperature rise, T1 is the compressor inlet temperature and T2
is the compressor outlet temperature. The number of stages needed to achieve the
temperature rise thus, the pressure rise was obtained from;
(2)
ESS39/2013/09
Volume 1
The number of stages obtained for the HPC based on an inlet and outlet temperature of
611K and 898K respectively and a stage temperature rise of 39K is 8stages.
The isentropic efficiency of the compressor was obtained from the assumed polytrophic
efficiency of 90% using the relationship given below. The polytrophic efficiency, poly
is a measure of the stage efficiency while the isentropic efficiency is is the overall
compressor efficiency.
(3)
The isentropic efficiency obtained for the compressor is 88%.
1.3
Preliminary overall compressor aerodynamic design

1.3.1 Annulus sizing
In the preliminary sizing of the high pressure compressor (HPC) annulus, the inlet and
outlet annulus geometries where obtained. The preliminary design specification parameters where taken as the inlet conditions to the first stage of the high pressure
compressor. These inlet conditions were used to obtain the annulus area at the HPC
inlet using equation 4 below. The calculated area was then used to obtain the mean, hub
and tip diameter at inlet to first stage.
(4)
Where P1 is the HPC inlet pressure, T1 is HPC inlet temperature, W is HPC mass flow,
KB is the blockage factor and Qo is the non-dimensional mass flow. Qo was obtained
from the compressible flow table with =1.4 at a corresponding rotor inlet absolute
Mach number, Mo given by the relationship;
(5)
Where Vo is the inlet absolute velocity (since Vo=Va)
The diameters at the inlet hub and tip were obtained using equation 6 and the blade
height was obtained from equation 7.
(6)
(7)
This approach was used to obtain the mean, hub and tip diameters at each stage inlet
and outlet. However, the total temperatures and pressures at inlet to each stage did not
remain constant. Equation 8 and 9 below where used to determine the pressures and
temperatures at the outlet of each stage respectively. It is to be noted that the outlet
conditions at one stage are the inlet conditions at the next stage. Also, the blockage
factor decreased with each stage for the first four stages and remains constant from the
fifth to the eight stage (which is the last stage) at a value of 0.88. The blockage factor is
correlated with the losses, pressure rise and flow range of a turbomachine.
(8)
ESS39/2013/09
Volume 1
Where
is the compressor outlet pressure, Pin is the compressor inlet pressure and
PR is the pressure ratio.
(9)
Where Toverall is the overall temperature rise, Tin is the compressor inlet temperature
and Tout is the compressor outlet temperature. The stage compressor pressure ratio for
each stage was obtained from equation 10 below
(10)
Table 2 below shows the results obtained from the first and last stage of the high
pressure compressor and figure 1 shows the preliminary annulus diagram for the high
pressure compressor.
st
th
Table 2: Annulus parameters for first and last stage

STAGE
Dhub/Dtip Dmean(m)
Dtip(m)
Dhub(m)
Inlet
0.40
0.50
0.75
0.30
Outlet
0.49
0.56
0.75
0.37
Inlet
0.77
0.67
0.75
0.58
Outlet
0.79
0.68
0.75
0.59
Annulus Diagram for HPC
rt
0.40
rh
0.35
Radius(m)
0.30
0.25
0.20
0.15
0.10
0.05
0.00
1
5
Stage Axial Length
Figure 2: Preliminary design annulus configuration
1.3.2 Intermediate Annulus geometry

The intermediate annulus geometry for each stage was calculated using equations 11,
12 and 13 below. This was based on the assumption that both the rotor and stator are of
equal lengths and there is no axial space between blade rows.
(11)
(12)
(13)
1.3.3 Mean Velocity Triangles

Inlet rotor velocity triangles
Based on the assumption that air angle at inlet to each stage is zero (i.e. ao = 0). The
rotor inlet absolute velocity was obtained from the equation 14 below.
8
ESS39/2013/09
Volume 1
(14)
Where
is given by
(15)
Using the value of

and
from the preliminary design specification table, the
following inlet velocity triangle was obtained at the first stage inlet.
1st Stage Inlet Mean Velocity Triangle
U1m
Va1
V1
250
200
150
100
50
0
0
50
100
150
200
250
300
Figure 3: Mean rotor inlet velocity triangle
Outlet rotor velocity triangles

The mean blade speed at the rotor exit was first obtained using equation 16.
(16)
Where N is the rotational speed in rpm, D2m is the mean diameter at rotor exit, N is the
shaft speed. The rotor mean exit swirl velocity Vw3m was then calculated using equation
17.
(17)
The rotor mean exit axial velocity Va2m is obtained by iteration. This also yielded the
rotor exit swirl angle . The figure below shows the rotor exit mean velocity triangle
for the first stage.
1st Stage Outlet Mean Velocity Triangle
U2m
Va2
V2
V3
200
150
100
50
0
0
50
100
150
200
250
300
Figure 4: Mean rotor outlet velocity triangles
The figure 5 below shows the combined mean rotor velocity triangle for the first and
last stage.
ESS39/2013/09
Combined 1st Stage Velocity Triangle

U2m
Va2
V2
250
Volume 1
V3
200
150
100
50
0
0
50
100
150
200
250
300
Figure 5: Combined mean velocity triangle
1.3.4 Mean Radius Stage loading Parameters

The mean blade speed, U2m obtained at rotor exit is used to calculate the stage loading
parameters from the equation below.
(18)
Where H is given by
(19)
Similarly, U2m is also used to calculate the flow coefficient using equation 20.
(20)
The stage loading coefficient
is a measure of the energy exchange per unit mass
[6]
flow for a given blade . A high value of stage loading means lower stage efficiency
and vice versa.
The flow coefficient,
speed [6].
is a measure of the compressor mass flow at a given rotor
1.3.5 Mean Radius Blade loading Parameters

In this section, the rotor and stator De Haller numbers are calculated. An acceptable De
Haller number would have a value not less than 0.72. Any value less than this would
mean the pressure rise
would be greater than 0.5. This means the blade is stalling.
Rotor De Haller number:

The rotor De Haller numbers where calculated using the equation 21 shown below.
(21)
10
ESS39/2013/09
Volume 1
Where Va1m is the mean stage inlet axial velocity, Va2m is the mean axial velocity at
rotor exit, a1 is the mean rotor inlet absolute air angle and a1 is mean rotor outlet
absolute air angle
Stator De Haller number:
The rotor De Haller numbers where calculated using the equation 22 shown below.
(22)
Where Va1m is the mean stage inlet axial velocity, Va2m is the mean axial velocity at
rotor exit, a3 is the mean rotor outlet relative air angle and a4 (=a0) is stator air exit
angle. The table below shows the stator and rotor De Haller numbers for the first and
last stage.
Table 3: First and Last stage De Haller Number
STAGE
Dhr
Dhs
0.69
0.85
0.76
0.89
The rotor De Haller number for the first two stages where below 0.72. The figure below
shows the rotor and stator De Haller numbers for the HPC preliminary design.
Dhr and Dhs against No. stages
Dhs
Dhr
0.91
De Haller Number
0.86
0.81
0.76
0.71
0.66
1
5
6
Number of stages
Figure 6: Rotor and stator De Haller number
1.3.6 Mean Radius Flow Mach Numbers

Rotor inlet absolute Mach number, M0:
Since
, M0 was calculated from the equation below.

(23)
M0 was read off the compressible flow tables at the value corresponding to the value for
the calculated . The inlet absolute Mach numbers calculated for all the stages of the
compressor can be found in compressor preliminary design assessment section (section
1.4).
11
ESS39/2013/09
Volume 1
Rotor inlet relative Mach number, M1:

The rotor inlet relative Mach number, M1 was obtained using the equation below
(24)
Values for the inlet relative Mach number calculated for all the stages of the compressor
can be found in compressor preliminary design assessment section (section 1.4).
Rotor exit absolute Mach number, M3:
M3 was obtained from the compressible flow table at a value corresponding to the
values of
.
All other data was calculated for each stage following the same procedure as outlined
above. The results for the overall preliminary design can be found under the compressor
preliminary design assessment section (section 1.4).
1.4
Compressor Preliminary Design Assessment

The results obtained from the preliminary design of the high pressure compressor for all
the 8stages are shown below.
Table 4: Preliminary compressor design -annulus geometry results
Stage No.
KB
Pin(Kpa)
PR
Tin(K)
rt
rh
rh/rt
rm
1
0.99
232
1.22
611
0.38
0.15
0.40
0.26
2
0.95
283
1.21
650
0.38
0.18
0.49
0.28
3
0.92
342
1.19
690
0.38
0.21
0.56
0.29
4
0.90
408
1.18
729
0.38
0.23
0.62
0.30
5
0.88
482
1.17
769
0.38
0.25
0.66
0.31
6
0.88
565
1.16
808
0.38
0.27
0.71
0.32
7
0.88
658
1.16
847
0.38
0.28
0.74
0.33
8
0.88
760
1.15
887
0.38
0.29
0.77
0.33
Exit
0.88
873
1.15
926
0.38
0.30
0.34
0.08
Stage No.
1
2
3
4
5
6
7
8
Table 5: Preliminary compressor design-stage design calculation result

Va1m
Va2m
1
2
3
Dhr
Dhr
M0
M1
200.00
187
54.0
37.4
36.9 0.69
0.85
0.411 0.699
200.00
188
55.7
41.5
35.3 0.71
0.87
0.398 0.706
200.00
189
56.9
44.2
34.1 0.72
0.88
0.386 0.706
200.00
190
57.8
46.3
33.2 0.73
0.88
0.375 0.704
200.00
192
58.5
47.5
32.1 0.74
0.88
0.365 0.699
200.00
192
59.2
48.9
31.5 0.75
0.89
0.356 0.694
200.00
193
59.7
49.9
31.0 0.76
0.89
0.347 0.688
200.00
193
60.1
50.7
30.6 0.76
0.89
0.339 0.681
h
0.23
0.19
0.17
0.14
0.13
0.11
0.10
0.09
0.79
M3
0.465
0.444
0.428
0.413
0.403
0.392
0.381
0.372
Observations
From the preliminary design carried out, the following were observed.
The last stage outlet hub to tip ratio was less than 0.92. This means the outlet
hub-to-tip ratio was ok.
The De Haller number of the rotors for the first two stages (i.e. stage 1 and 2)
are below the typically expected value of 0.72. Thus, the rotor blades for stage 1
and 2 are stalled.
The stator De Haller numbers are above 0.72 thus they are ok.
The mean blade speeds for the first and last stage are 275m/s and 347m/s respectively they are below 365m/s. This is ok.
12
ESS39/2013/09
Volume 1
The high pressure compressor design is compatible with the high pressure turbine. The
isentropic efficiency of the high pressure compressor is obtained as 88%. This is a good
value. The outlet hub to tip ratio for the last stage is 0.79. This is below 0.92 thus the
outlet hub to tip ratio is ok. The rotor De Haller numbers for the first two stages are not
ok as they are below 0.72. Certain measures have to be taken to correct the rotor De
Haller number problem.
Preliminary compressor design Recommendations
1.5
The stage temperature rise should be distributed across the stages with the
forwards and rear stages unloaded and the middle stages loaded up. This will
build in a stall margin (the De Haller number will increase) and help improve
the engine part speed performance [6].
The design should employ inlet guide vanes and variable stators. This will improve the engine performance under part speed conditions. And also help to
increase the De Haller number as appropriate.
Increasing the blade speed could be a possible part speed crutch for this compressor however; this option was rejected by the turbine designer as it would
pose some problem to the high pressure turbine aerodynamic design.
Interface Issue
The outlet of the high pressure compressor and the combustor did not match. A compromise was then reached to redesign the rear stages of the high pressure compressor.
The compressor annulus configuration from the fifth stage was to be changed from a
constant tip annulus configuration to a constant hub annulus configuration. The implementation of this is explained in the final compressor design section.
2.0
Final Design of High Pressure Compressor
2.1
Resolution of Interface Issue

During the matching of the high pressure compressor outlet with the combustor, it was
observed that the high pressure compressor (HPC) did not fit with the combustor. A
decision was then made to convert the rare stages of the high pressure compressor
(HPC) to a constant hub (falling line) annulus configuration. Figure 6 below shows the
redesigned high pressure compressor (HPC) annulus geometry.
Annulus Diagram for HPC
rt
rh
0.40
0.35
Radius(m)
0.30
0.25
8th
5th
0.20
0.15
0.10
1st
0.05
0.00
1
5
6
Stage Axial Length
Figure 7: Final high pressure compressor annulus geometry
13
ESS39/2013/09
Volume 1
This modification gave a compressor outlet hub-to-tip ratio of 0.74 at the last stage.
2.2
Final High Pressure Compressor Design Specification

The preliminary design of the high pressure compressor (HPC) revealed the need to
modify the HPC design as some of the results obtained did not match up with the
typically acceptable values for high pressure compressor aerodynamic design. Also the
design results did not reflect considerations of part speed and transient operation and
performance of the engine. The final design choices for the HPC aerodynamic design
include:
Variable stage temperature rise to assist in the solution of the De Haller number
problem and also to enhance part speed performance.
Introduction of inlet guide vanes and stator vanes to enhance part speed performance of the engine and assist in the resolution of the De Haller number
problem.
Variable mean axial velocity at inlet to each stage.
Constant hub annulus configuration over the last five stages. This is to resolve
the interface issue between the high pressure compressor (HPC) and the combustor.
Below is a table showing the final high pressure compressor (HPC) design specification.
Table 6: Final aerodynamic design Specification
Preliminary
Final DeParameter
Design
sign
Number of stages
8
8
Mean blade speed at 1st rotor inlet
275
275
Air inlet angle to each stage, a0
0
Variable
Stage temperature rise, Tstage
constant
distributed
Mean axial velocity, Va
200
Variable
Inlet hub/tip ratio
0.40
0.40
Outlet hub/tip ratio
0.79
0.74
All other design specification parameters remained the same as for the preliminary
design.
2.3
Distribution of Stage Temperature Rise

In order to enhance part speed performance, a varied temperature rise distribution
across all the stage of the HPC was employed. This also helped in the solution of the De
Haller number problem for the first two stage of the HPC which was too low. The
temperature of the early stages and rear stages where reduced (unloaded) and loaded
onto the middle stages. This raised the De Haller numbers of the first two stages. Hence
the stall margin of the HPC was increased thus providing better fortification for the part
speed performance of the engine. Figure 7 below illustrates the temperature rise distribution across the high pressure compressor (HPC).
14
ESS39/2013/09
Volume 1
Temperature Rise Distribution

T/stage preliminary
T/Stage final
41
40
T/stage
39
38
37
36
35
1
4
5
Stage axial Length
Figure 8: Temperature rise distribution for final and preliminary design
2.4
Inlet Guide Vanes and Stator Vanes

Inlet guide vanes (IGVs) and variable stator vanes were employed to enhance part
speed performance. The employment of these modifications into the final high pressure
compressor design also helped to resolve the rotor De Haller number problem. The
table 7 and 8 below show the results obtained from the final design of the high pressure
compressor.
Stage No.
1
2
3
4
5
6
7
8
Exit
Stage No.
1
2
3
4
5
6
7
8
3.0
Table 7: Final compressor design - annulus geometry results

KB
Pin(Kpa)
PR Tin(K)
rt
rh
rm
h
0.99
232
1.21
611
0.38
0.15
0.26
0.23
0.95
281
1.21
649
0.38
0.18
0.28
0.19
0.92
340
1.20
689
0.38
0.21
0.29
0.17
0.90
407
1.19
729
0.38
0.23
0.30
0.14
0.88
483
1.18
769
0.38
0.25
0.31
0.13
0.88
569
1.16
809
0.37
0.25
0.31
0.12
0.88
662
1.15
849
0.36
0.25
0.30
0.11
0.88
763
1.14
888
0.35
0.25
0.30
0.10
0.88
870140
1.14
925
0.34
0.25
0.29
0.09
Table 8: Final compressor design - stage design calculation result

Va1m Va2m 0
1
2
3
4
Dhr
Dhr
M0
196
192 10 50.8 30.7 41.4 13.5
0.72
0.79 0.403
200
194 14 50.7 31.2 43.0 14.0
0.72
0.78 0.398
196
195 14 52.7 34.2 42.5 19.0
0.73
0.78 0.379
199
198 19 51.4 32.9 44.5 22.0
0.74
0.77 0.373
185
189 22 53.7 32.9 46.8 24.5
0.72
0.74 0.337
193
192 25 50.3 28.2 48.3 25.0
0.72
0.74 0.343
198
193 25 48.4 26.2 48.4 23.0
0.72
0.74 0.344
197
193 23 49.1 27.8 47.1 19.0
0.72
0.74 0.334
rh/rt
0.40
0.49
0.56
0.62
0.66
0.68
0.70
0.72
0.74
M1
0.637
0.628
0.624
0.598
0.569
0.537
0.517
0.510
M3
0.509
0.513
0.497
0.506
0.491
0.500
0.494
0.470
HPC Blading Design

The blade design of the high pressure compressor was carried out using the RR55
JANMOD program. The inlet and outlet angles for each stage rotor and stator where
imputed respectively into the program. Also as input into the program were the values
of Mach numbers corresponding to the inlet and outlet angles of the rotor and stator
respectively. The program was used to calculate blading parameter like the camber,
stagger angle, deflection, deviation factor, critical Mach number, throat margin e.t.c.
Appropriate modifications however made to the space to chord ratio(s/c), thickness to
chord ratio (t/c) and assumed value of incidence angle until the conditions shown in
15
ESS39/2013/09
Volume 1
table 8 were satisfied for respective rotor and stator blades of each stage of the high
pressure compressor.
Table 9: Typically acceptable values for Blading design [7]
Parameter
DH
Deflection factor, DF
(istall-i)
/*
(i-i*)/*
Mcritical
Design point
> 0.75
< 0.45
> 8o
~1.0
0
> M3
Off design condition

------0.00
< 1.25
0.4
----
It was essential that the critical Mach number be greater than the design point Mach
number to ensure losses are kept to a minimum [7]. The deflection factor of the blade
was to be less than 0.45 at design point condition [7]. This was also to ensure losses are
kept to a minimum. The images below respectively show the plot of the mean rotor and
stator inlet angle against Mach number for the first stage.
1 against Mach Number Diagram
70
MCritical
60
50
1
Design point
Mach no.
40
30
20
0.3
0.4
0.5
0.6
0.7
Mach no.
0.8
0.9
1.0
Figure 9: Rotor inlet angle against Mach number

1 against Mach Number Diagram
60
MCritical
Design point
Mach no.
50
40
30
20
0.3
0.4
0.5
0.6
0.7
Mach No.
0.8
0.9
1.0
Figure 10: Stator inlet angle against Mach number
The following assumptions were made during the blading design.

Rotor aspect ratio is 3.2
Stator aspect ratio is 2.8
Coefficient of lift CLv2 = 1
Aerofoil used is a circular arc camber line aerofoil
Tables 10 and 11 below show the blading results of the rotor and stator for the 8 stages
of the HPC.
16
ESS39/2013/09
Volume 1
Table 10: Rotor blading results

BLADING RESULT FOR THE HPC ROTOR
BLADE
No
1
2
3
4
5
6
7
8
ALP1
ALP2
M1
t/c
DH *
S/C
CAMBER
50.8
50.7
52.7
51.4
53.7
50.3
48.4
49.1
30.8
31.3
34.4
33.1
33.0
28.3
26.2
27.8
0.68
0.63
0.62
0.60
0.57
0.54
0.52
0.51
0.080
0.080
0.080
0.080
0.080
0.080
0.080
0.080
0.72
0.72
0.73
0.74
0.72
0.72
0.72
0.73
0.72
0.72
0.72
0.72
0.72
0.68
0.68
0.71
25.2
24.6
23.5
23.4
26.4
27.6
27.6
26.7
STAGGER
-37.2
-37.4
-39.9
-38.7
-39.5
-35.5
-33.6
-34.8
DF
0.40
0.39
0.40
0.39
0.44
0.42
0.40
0.41
e / e*
istall - i
Mcrit
0.93
0.91
0.88
0.88
0.93
0.96
0.96
0.96
8.31
8.56
8.95
8.96
8.27
8.08
8.13
8.06
0.78
0.78
0.78
0.77
0.80
0.78
0.76
0.77
Table 11: Stator blading results

BLADING RESULT FOR THE HPC STATOR
BLADE
No
1
2
3
4
5
6
7
8
3.1
ALP1
ALP2
M1
t/c
DH *
S/C
CAMBER
STAGGER
DF
e / e*
istall - i
Mcrit
41.4
43.0
42.5
44.5
46.8
48.3
48.4
47.1
13.5
14.0
19.0
22.1
24.5
25.1
23.0
19.0
0.51
0.51
0.62
0.51
0.49
0.50
0.49
0.47
0.080
0.080
0.080
0.080
0.080
0.080
0.080
0.080
0.79
0.78
0.78
0.77
0.74
0.74
0.74
0.74
0.63
0.6
0.70
0.70
0.70
0.70
0.65
0.59
34.9
36.2
30.1
29.0
29.0
30.4
32.7
35.4
-23.9
-24.9
-27.5
-29.9
-32.3
-33.1
-32.1
-29.4
0.38
0.39
0.37
0.37
0.39
0.42
0.43
0.43
1.02
1.03
0.97
0.95
0.95
0.97
1.00
1.02
8.11
8.06
8.49
8.65
8.57
8.13
8.03
8.10
0.71
0.71
0.73
0.74
0.76
0.77
0.76
0.74
Blade Chord Estimation

In determining the blade design parameter using the RR55 JANMOD program, a chord
of 100 was assumed. An actual value of blade chord was however estimated for both
rotor and stator using the equation shown below.
(25)
Where AR is the blade aspect ratio, h is the blade height, c is the blade chord. The results of the blade chord for both rotor and stator are shown in table 12 and 13. Furthermore, the blade axial chords where estimated for each stage from equation 26 below.
(26)
3.2
Estimation of Blade Spacing and Number of blades

The estimation of the blade to blade spacing, s was undertaken using the space to chord
ratio obtained from the blading parameters calculation. Equation 27 was used to obtain
the blade to blade spacing of rotor and stator for each stage.
(27)
Furthermore, the number of blades for each stage rotor and stator were obtained using
equation 28.
(28)
Where Dhub is the hub diameter and s is the blade spacing. The results for blade spacing
and number of blades are shown in the table 12 and 13.
17
ESS39/2013/09
Volume 1
Table 12: showing rotor blade space and chord estimates

Stage
C (m)
s/c
1
2
3
4
5
6
7
8
0.071
0.061
0.052
0.045
0.040
0.036
0.033
0.030
0.72
0.72
0.72
0.72
0.74
0.78
0.78
0.78
ROTOR
S (m)
No. Blades
Caxial (m)
19
25
35
45
53
56
61
66
0.049
0.042
0.036
0.031
0.027
0.022
0.020
0.019
No. Blades
Caxial (m)
26
37
40
49
54
59
70
83
0.054
0.048
0.037
0.032
0.030
0.027
0.026
0.026
0.05
0.04
0.04
0.03
0.03
0.03
0.03
0.02
Table 13: showing stator blade space and chord estimates
4.0
Stage
C (m)
s/c
1
2
3
4
5
6
7
8
0.069
0.060
0.052
0.045
0.041
0.038
0.035
0.032
0.63
0.60
0.70
0.70
0.70
0.70
0.65
0.59
STATOR
S (m)
0.04
0.04
0.04
0.03
0.03
0.03
0.02
0.02
Compressor Length and Weight Estimations

Estimations of the high pressure compressor length and weight were undertaking using
Sagersers empirical weight estimation method.
In order to estimate the compressor length, the ratio of the length of the length to the
inlet mean diameter
was correlated with the number of compressor stages N
and the inlet hub-to-tip ratio [8]. The relationship gave the equation below.
The weight estimation of the high pressure compressor included the weight of the rotor
blades, disks, seals, stator blades and casing. The following equation was used to calculate the high pressure compressor weight.
Where c and Kc are constants with values of 0.5 and 24.2 respectively,
is
the reference length to diameter ratio,

is the tip velocity and
is the reference tip velocity [8]. Table 14 shows the results obtained for the high pressure compressor length and weight estimations respectively.
Table 14: HPC length and weight estimations
Length, Lc (m)
Weight, Wc (Kg)
0.72
143
18
ESS39/2013/09
5.0
Volume 1
Conclusion and Recommendation

Conclusion
The aerodynamic design of the axial flow compressor for a supersonic aircraft engine
has been presented and a compressor overall efficiency of 88% has been obtained from
the design.
A preliminary design carried out on the compressor was used to determine the feasibility of proceeding with the final aerodynamic design of the compressor. The final
design of the compressor was undertaking with due considerations given to the part
speed performance of the engine. Some part speed crutches where employed in the final
design and this improved the engines performance at both the design point and off
design conditions.
Due to matching difficulties with the combustor, the annulus configuration of the
compressor for the last 5 stages was changed to a constant hub. This decision resolved
the interface issue. The final design of the compressor yielded the number of blades for
each stage of the compressor. Estimations of the length and weight of the compressor
yielded values of 0.72m and 143kg respectively.
The author wishes to point out however that the validation of the results obtained from
this design have been based solely on checks for conformity with typically acceptable
values retrieved from literature.
Recommendation
The author recommends that a more concise validation for all the design results should
be obtained.
19
ESS39/2013/09
Volume 1
References
[1] wikipedia.org, wikipedia-axial flow compressors, 2013. [Online]. Available:
http://en.wikipedia.org. [Accessed 20 August 2013].
[2] P. B. Meherwan, National Energy Technology Laboratory, 2013. [Online]. Available:
http://www.netl.doe.gov/technologies/coalpower/turbines/refshelf/handbook/2.0.pdf.
[3] Encyclopedia of alternative energy, Encyclopedia of alternative energy and sustanable
living, 2013. [Online]. Available:
www.daviddarling.info/encyclopedia/A/AE_axial_flow_compressor.html. [Accessed 17
August 2013].
[4] Glenn Research Centre, National Aeronautics and Space Administration, National
Aeronautics and Space Administration, 11 July 2008. [Online]. Available:
http://www.grc.nasa.gov/WWW/K-12/airplane/caxial.html. [Accessed 2013 August
2013].
[5] Wikimedia.commons,
Wikimedia.commons,
2013.
[Online].
http://www.common.wikimedia.org. [Accessed 17 August 2013].
Available:
[6] K. W. Ramsden, D. Macmanus and P. K. Zachos, "Aerodynamic design of axial

Compressors and Turbines", Course notes, Cranfield University, 2013.
[7] S. Noel, Compressor Blade Design-MSc Thermal Power Course, Cranfield University,
2013.
[8] D. A. Sagerser, L. Seymour and R. P. Kerbs, Emperical Expressions for Estimating
Length and Weight of Axial-flow Components of VTOL Powerplants, National
Aeronautics and Space Administration, Cleveland, Ohio, 1971.
[9] W. Ramsden K, D. Macmanus and P. K. Zachos, Turbomachinery Assignment Guidelines for group Presentation and Individual report, Cranfield University, 2013.
[10] Z. S. Spakovszky, Massachusetts Institute of Technology, August 2013. [Online].
Available:
http://web.mit.edu/16.unified/www/FALL/thermodynamics/notes/node92.html.
[11] L. S. Kenneth, Blockage development in a transonic, axial compressor rotor,
NASA-Lewis Research Center, Cleveland, Ohio, 1997.
20

Core Compressor Aerodynamic Design

Caricato da

Informazioni sul documento

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

Core Compressor Aerodynamic Design

Caricato da

Copyright:

Formati disponibili

ESS39/2013/09

39th Engine Systems Symposium, Cranfield University