Design and Analysis of Single Spool Axial Compressor Blade

Master Thesis Proposal Report

Candidate: Hein Thiha San (何海山)

Student Number: LS-1605204

Specialty: Flight Vehicle Design

Date: 4 January 2018

School of Aeronautical Science and Engineering

Beihang University, Beijing, China
 Contents
Abstract
1. Introduction
1.1 Introduction to Compressor…........................................................................................1
1.1.1 Positive Displacement Compressor…………………………………………………………..1
1.1.2 Dynamic Compressor…………………………………………………..……………2
1.1.3 Gas Turbine System…………………………………………………………………………...2
1.1.4 Axial Compressor............................................................................................................…......3
1.2 Research Scope..............................................................................................................5
2. Literature Review………………………………………………………….…………….6
3. Research Procedure and Methodology
2.1 Compressor Design Procedure.....................................................................................10
2.2 Design Methodology of Research................................................................................11
3. Expectant Result...............................................................................................................12
Conclusion
References
 Abstract
In everyday life, compressors are more and more fundamentals for standard living and
widely used in many applications. It is also essential part for the gas turbine system. Therefore the
compressor designation should be studied. Axial compressors are major and crucial components
of modern aircraft gas turbine engines. A typical compressor has stationary blades and rotor blades
in which that two blades set is a stage and an axial compressor has many stages. Axial compressor
has more efficiency and high pressure ratio than centrifugal compressor and most of the high speed
aircraft are using it. From this study, the compressor geometric information, blade specifications,
operating line performance and static structural condition of blade can be observed. Besides these
the comparative results of air angles from the three swirl laws, the deviation angles from four types
of blade design consideration and the loss according to tip clearance, number of blades and aspect
ratio can be seen clearly. The pressure ratio and efficiency according to different rotational speeds
can be known. The stress and deflection of the blade condition are achieved.
 1. Introduction

1.1 Introduction to Compressor

In everyday life, compressors are becoming more and more fundamental for standard of
living. Nowadays, modern compressors are widely used in many applications such as
 refrigeration
 air conditioning system
 pipeline transport of natural gas
 petroleum refineries
 piston engines
 gas turbine systems and
 jet engines
A compressor is a device that transfers energy to a gaseous fluid for the purpose of raising the
pressure of the fluid as in the case where the compressor is the prime mover of the fluid through
the process. The purpose may also include a desired temperature rise to enhance the chemical
reaction in the process. The two basic types of compressors are positive displacement and dynamic.

1.1.1 Positive Displacement Compressor

The positive displacement compressor functions by means of entrapping a volume of gas
and reducing that volume, as in common bicycle pump, and the screw compressor. The general
characteristics of the positive displacement compressor are constant flow and variable pressure
ratio for a given speed.
Positive displacement compressors include
 piston compressor
 screw compressor
 vane compressor
 Lobe compressor.

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1.1.2 Dynamic Compressor
The dynamic compressor depends on motion to transfer energy from the compressor
rotor to the process gas. The characteristics of compression vary depending on the type of dynamic
compressor and on the type of gas being compressed.
Dynamic compressors include
 ejector
 centrifugal compressor
 axial compressor.

1.1.3 Gas Turbine System

A gas turbine system consists of mainly by three components, the compressor, the
combustion chamber and the turbine. The compressor is the important one which is a part of the
entire gas and probably the most complicated component to design in an aerodynamic point of
view. The axial and centrifugal compressors, dynamic types, are widely used in gas turbine engine,
shown in Figure 1.1.
Centrifugal
Axial
Compressor Shaft Turbine
Intake Compressor Combustor Exhaust

Intake Combustor Exhaust Shaft Turbine

Typical Centrifugal Compressor Typical Axial Compressor

Figure 1.1. Two Types of Compressors in Gas Turbine Engine

The working fluid enters an inlet duct and continues to the compressor. The compressor pressurizes
the fluid and will also lead to an increase in temperature. After the compressor, the pressure of the
working fluid will have increased to 15-30 bar, even above 40 in aero engines, and will have a
temperature of about 500°C. By combustion of fuel in the combustion chamber, energy is added

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to the working fluid. A gas turbine is very flexible in terms of what sort of fuels can be used. The
working fluid which now has a temperature of about 1200-1450°C enters the last stage in the
process, the turbine. Here the fluid expands and thus transferring its energy to the turbine blade in
form of mechanical work. The turbine is connected to the compressor by a shaft and this lead the
mechanical work from the turbine to the compressor. If the gas turbine is to be used in a multi-
shaft configuration, the work provided by the turbine will just be enough to drive the compressor
otherwise a load can be connected like a pump, a propeller or a generator.

1.1.4 Axial Compressor

An axial compressor consists of a series of stages, each stage comprising a row of rotating
blades called rotors followed by a row of stator blades, shown in Figure 1.2(a). A group of stages
can be called one spool; each spool is driven by different shaft with different speed. There may be
single spool, twin spool or triple spool in a gas turbine engine, shown in Figure 1.2(b). The working
fluid is initially accelerated by the rotor blades, and then decelerated in the stator blade passages
wherein the kinetic energy transferred in the rotor is converted to static pressure. The process is
repeated in as many stages as are necessary to yield the required overall pressure ratio.

Stator Rotor

First spool
Second spool

Figure 1.2. (a) Blades of Axial Compressor. (b) Twin Spool Turbo-jet Engine

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 There are three geometry types of axial compressor according to flow track duct. They are
constant outer diameter (COD), constant mean diameter (CMD) and constant inner diameter
(CID), shown in Figure 1.3(a), 1.3(b) and 1.3(c).

Figure 1.3(a). Constant Outer Diameter (COD) Type

Figure 1.3(b). Constant Mean diameter (CMD) Type

Figure 1.3(c). Constant Inner Diameter (CID) Type

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1.2 Research scope
This thesis is the designation of single spool CMD type axial compressor for gas turbine
engine. The designation is carried out the analytical investigation. The initial step of designation
is the determination of the air angles by drawing of velocity triangles at mean line compatible with
design requirements. The mean line results and compressor layout are determined. And the air
angles from root to tip are estimated by pivoting the mean line results.
After the air angles for all radial and axial sections had been known, the blade angles,
matched with the air angles, causing the minimum loss and wider operating range are computed.
After knowing all angles, the blades are constructed by stacking the suitable blade profiles with
each twist angle. Finally, the operating line performances are checked and static structural analyses
are carried out.

The principle aim and objectives of this research are as follows:

 To study turbo-machinery with aero-thermodynamics.
 To know how to design an axial compressor for a gas turbine engine.
 To know the relation between the compressor design and performance of compressor.
 To know how to choice the blade types.
 To recommend for the most suitable axial compressor design choice for an aircraft.

The research is estimate structured in six chapters as follow.

Chapter 1 will describe introduction to compressor.
Chapter 2 will consist the design methodology and requirements of the axial compressor and the
calculation for compressor geometry layout.
Chapter 3 will state consideration of air angles variation from root to tip of blade.
Chapter 4 will present the blade modeling.
Chapter 5 will describe operating line performance and static structural analysis.
Chapter 6 will show result and discussion.

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 2. Literature review
Ernesto Benini [1] A method for transonic compressor multi-objective design optimization
was developed and applied to the NASA rotor 37, a test case representative of complex three-
dimensional viscous flow structures in transonic bladings. The optimization problem considered
was to maximize the isentropic efficiency of the rotor and to maximize its pressure ratio at the
design point, using a constraint on the mass flow rate. The three-dimensional Navier–Stokes code
CFXTASCflow® was used for the aerodynamic analysis of blade designs. The optimal rotor
configurations, which correspond to the maximum pressure ratio and maximum efficiency, were
obtained and compared to the original design. A method for three-dimensional multi-objective
optimization of a transonic rotor blade was developed and tested which was based on an
evolutionary algorithm and a Navier–Stokes code. The method BENINI 565 was applied to the
design optimization of NASA rotor 37 with the aim of achieving maximum efficiency and
maximum pressure ratio with a constraint on the mass flow rate. The rotor blade was described
using three profiles along the span, each of which was defined using parametric curves. The effect
of blade lean was considered by changing the mutual tangential coordinates of the three profiles.
The optimization run was carried out on a multi-processor computer and demonstrated that the
overall adiabatic efficiency can be improved by approximately 1.5% (without changing the
pressure ratio in a significant way) by giving the blade a proper lean toward the direction of rotation
and by slightly changing the profile shape, especially toward the tip. This improvement followed
from a drastic modification in the shock structure within the blade passage. The results also showed
that the improvement in the overall efficiency, achieved in one operating point, is maintained at
off-design conditions. The results also showed that the pressure ratio can be improved by about
5.5% by paying for a small efficiency drop (−0.8%). This was achieved by leaning the blade in the
direction of rotation and by slightly increasing the profile curvature toward the rear to assure a
subsonic diffusion. In this case, however, the presence of a shock wave, although less intense,
accentuated the interaction between the shock and the boundary layer on the rear of the suction
surface, a phenomenon that possibly determined a reduction in the operating range of the
compressor.
Storer and Cumpsty [2] analyzed the tip clearance flow experimentally and suggested
decomposing the tip clearance flow velocity vectors at the exit of the tip clearance into tangential
and normal components with respect to the local blade camber. The tangential component is the

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stream wise velocity in the core flow region closest to the blade tip at the local chord position. The
normal component is induced by the pressure. The normal component is induced by the pressure
difference between the pressure side and the suction side of the blade tip. Therefore, the normal
component, which is the tip clearance flow, is essentially a pressure-driven inviscid flow. A simple
model is suggested to calculate the magnitude and the direction of the tip clearance flow velocity
vectors, where the tangential component can be calculated from the oncoming axial velocity and
blade camber, and the normal component can be derived from the pressure deference between
pressure side and suction side. Moreover, they analyzed deferent tip clearances and concluded that,
the pattern of blade loading and tip clearance flow are strongly related and these parameters are
nearly invariant with tip clearance. However, the strength and size of the tip vortex increase with
the tip clearance.

Storer and Cumpsty [3] analyzed in detail the sources of losses associated with tip
clearance flow. They specified that these losses can be classified under two categories; tip shear
layer loss and tip blockage. The tip shear layer loss is caused by mixing of the tip clearance flow
with the incoming flow which have different velocity magnitudes and directions.

Khalid et al. [4] suggested a formulation for quantifying blockage in the three-dimensional
flow at the exit plane of the blade passage. They also proposed a model/mechanism for blockage
generation and growth in a compressor blade passage in the form of a one-dimensional (1D) wake,
which is equivalent to a 3D displacement thickness. The simplified model suggests that the fluid
exiting the tip clearance at leakage angle and total pressure and also compared values of blockage
calculated using this simplified model, with values of blockage calculated via Computational Fluid
Dynamics (CFD) simulations, wind-tunnel tests and rotating rig tests for deferent low-speed axial
compressor/fan geometries and loadings with small (1.4% span) and large tip clearances (3%
span). He found that the proposed blockage model reproduced the trends of CFD and wind tunnel
tests, but slightly overestimated the tip blockage value. He concluded that the proposed model was
good tool for fast estimates of tip blockage.

Suder [5] carried out a computational study of blockage development in a transonic

compressor. His first conclusion was that the pressure and temperature rise near the end-wall

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region were directly related to tip blockage. Secondly, the tip blockage increased with blade
loading, which was consistent with Khalid’s study. Additionally also analyzed the shock losses
due to shock/tip leakage vortex interaction and shock/boundary layer interaction. The authors
concluded that the shock strength and location had no direct relation to the tip blockage, but they
have a direct effect on the blockage and associated losses induced by blade boundary layer.

Engin Erler [6] In subsonic flow regimes, front-loaded blades are used to reduce profile
losses, and other types of blades (uniform-loaded and aft-loaded blades) are used for reducing
secondary flow losses, such as boundary layer separation, corner separation, tip clearance flow,
etc. However, in transonic flow regimes, aft-loaded blades are more common due to shock losses.
Since a front-loaded blade would have a strong shock near the leading edge and perhaps even a
second shock downstream if velocity increases enough. On the other hand, an aft-loaded blade
delays the formation of the first shock to a downstream location, which decreases the possibility
of second shock. Moreover, a downstream shock is weaker, since the compressor blade passage
has partially diffused the flow and the velocity is thus lower upstream of this shock. Therefore,
aft-loading decreases the shock related losses in transonic flows.

(a) An aft-loaded transonic blade: NASA Rotor 37 (b) A front-loaded low subsonic blade: NACA 65012

Shao et al. [7] studied the effects of various design methods on tip losses on a transonic
compressor rotor. They found that aft-loading created the least tip loss when compared to

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midloading and front-loading. They observed that having higher loading in the front region creates
higher local tip loss, although they did not explain their findings.

Beheshti et al. [8] on transonic axial compressor explored the effect of circumferential
grooves on performance and stability with different tip clearances. The authors showed that the
circumferential grooves increased stall margin and efficiency at higher tip clearances, such that
the sensitivity of stall margin and efficiency was reduced considerably. This effect was attributed
to the fact that circumferential grooves decreased loading at the tip, and the interaction of passage
flow and tip clearance flow. Consequently, the tip shear/mixing layer loss was reduced. Moreover,
it was stated that the axial flow at the blade tip region was increased by introducing circumferential
grooves, because the suction of tip leakage flow by the grooves left more axial flow at the aft-part
of tip region thus reducing the tip blockage. However, it was found that the circumferential grooves
slightly degraded total pressure ratio.

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 2. Research procedure and Methodology
2.1 Compressor design procedure
A schematic diagram representing the most general design procedure is shown in Figure 2.
This diagram shows the interrelationship between different disciplines, such as thermodynamics,
aerodynamics, and mechanical design and emphasizes the need for feedback between various
specialists. The design process of a new engine or compressor starts from market research and
customer requirements. Both of these create specifications such as the required power, efficiency,
weight, cost, volume, life, and many of these criteria act in opposition.

Market Customer
Specificatio Requirement
Research
ns s
Thermodynamic
Design

Aerodynamic
Design

Mechanical
Design

Detail Design
and Manufacture

Test and
Development

Production

Figure 2.1. Schematic Diagram of Design Procedure

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2.2. Design Methodology of Research
The compressor design starts with defining design requirements. After preparation of the
design procedure, the thermodynamic design is started. The thermodynamic design gives
preliminary input to aerodynamic design like pressure ratios, temperatures and mass flows. Then,
the preliminary aerodynamic design is considered to obtain compressor geometric information.
Finally mechanical design must be started using geometry output. An understanding of compressor
design process is helpful in appreciating the importance of the initial synthesis phase. Figure 2.2.
is a somewhat simplified representation of the process and shows the sequence of the main stages.

Design requirements and assumptions

Annulus geometry and mean line condition

Air angles variation From three swirl

from root to tip distribution Laws

Blades angles, constructing From reference

incidence angle rule
and stacking blade profiles

Performance and structure analysis

Mission complete

Figure 2.2. Design Flow Chart

Analysis will be mainly focus on the structural analysis. When the compressor rotates with
changing of rpm, the pressure forces are changed. So, the main analysis is how the blades will
bend along the pressure forces changing. By checking the comparative results and analyses optimal
condition design and calculate suitable design. ANSYS will be used as a drawing tool and
MATLAB will be used as a calculation tool.

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 The time duration of different activities of this research is given below table:

2017 2018 2019

Activity
12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7
Literature
Review
Opening
Report
Data
Collection
Data
Analysis
Modeling and
Simulation
Thesis
Writing
Thesis
Defence

3. Expectant Result
The final result of the research will get by doing the following procedures. Firstly, will get
air angles and air velocities which can reach the suitable pressure ratio and then the suitable blade
angles can get by using those air angles and air velocities. After that, cross-section suitable blade
profile will get. In one blade profile has its root to tip sections. Twist angle can get by overlapping
cross-sections of air angles and blade angles.

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 Conclusion
The propulsion system is the heart of the aircraft. The compressor is the most important
part of the propulsion system for a modern aircraft. The axial compressor is convenient of the high
pressure requirement for modern aircraft. This research will present the process used to develop
the design of a single spool constant mean diameter (CMD) type axial compressor for gas turbine
engine. Inverse design method will use in this thesis. In blade modeling step, the traditional airfoils
widely known NACA-65 series, Circular series and Double circular series are chosen for blade
profiles. Then the blades are constructed by stacking the profiles with each stagger angle for each
radial section.

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 References
1. ERNESTO BENINI conducted research over “Three-Dimensional Multi-Objective Design
Optimization of a Transonic Compressor Rotor”, Journal of Propulsion and Power, Vol. 20, No.
3, May–June 2004.
2. STORER, J. A. and CUMPSTY, N. A. (1991). Tip Leakage Flow in Axial Compressors. Journal
of Turbo machinery.
3. STORER, J. A. and CUMPSTY, N. A. (1994). An Approximate Analysis and Prediction
Method for Tip Clearance Loss in Axial Compressors. Journal of Turbo machinery.
4. KHALID, S. A., KHALSA, A. S.,WAITZ, I. A., TAN, C., GREITZER, E. M., CUMPSTY,
N. A., ADAMCZYK, J. J. and MARBLE, F. E. (1999). Endwall Blockage in Axial Compressors.
Journal of Turbo machinery.
5. SUDER, K. L. (1998). Blockage Development in a Transonic, Axial Compressor Rotor. Journal
of Turbo machinery.
6. ENGIN ERLER. 2012. AXIAL COMPRESSOR BLADE DESIGN FOR DESENSITIZATION
OF AERODYNAMIC PERFORMANCE AND STABILITY TO TIP CLEARANCE
7. SHAO, W., JI, L. and CHENG, R. (2007). Basic Analysis of Tip Leakage Mixing Loss.
Proceedings of ASME Turbo Expo: Power for Land, Sea and Air. Montreal, Quebec, Canada.
8. BEHESHTI, B. H., TEIXEIRA, J. A., IVEY, P. C., GHORBANIAN, K. and FARHANIEH, B.
(2004). Parametric Study of Tip Clearance – Casing Treatment on Performance and Stability
of a Transonic Axial Compressor. Journal of Turbo machinery.
9. AER4270 Propulsion Aeronautique: Axial Compressors, Turbo machinery Lecture Series, Ecole
Polytechnique, (2011).
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(2000).
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University of Padova Italy, (2010).
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Master’s Thesis, Chalmers University of Technology, Sweden, (2011).
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University.

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15. Mattingly, D.Jack: Elements of Gas Turbine Propulsion, McGraw - Hill International Edition.
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(2003).
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