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R=19760015112 2020-04-08T20:37:46+00:00Z
IIMIIIIIIMIIIIII IIIIIIIIMIIIIIIII
N7622200
MAR 1976
1. Report No, 2. Government A_"e_ion No. 3. Recipient's Catalog No.
NASA CR-134978
W. A. Tesch R75A_G406
W. G. Steenken
10. Work Unit No.
9. P_'f_mingOrpni_t_nNameand Addren
16. Al_tract
1.Rel:)ort
No. I 2.Government
Acclmion
No. 3. Recipient's Catalog No.
g. PecfmmingOrgani=tionNameandAddrm=
15. SumSamenmryNot_
16. Abstract
This report presents the results of a one-dimensional dynamic digital blade row compressor model
study of a J85-13 engine operating with uniform and with circumferentlally distorted inlet flow.
Details of the geometry and the derived blade row characteristics used to simulate the clean
inlet performance are given. A stability criterion based upon the self developing unsteady in-
ternal flows near surge provided an accurate determination of the clean inlet surge llne. The
basic model was modified to include an arbitrary extent multi-sector parallel compressor con-
figuration for investigating 180 ° i/ray total-pressure, total-temperature, and combined total-
pressure and total-te_erature distortions. The combined distortions included opposed, coincident
and 90 ° overlapped patterns. The predicted losses in surge pressure ratio matched the measured
data trends at all speeds and gave accurate predictions at high corrected speeds where the slope
of the speed lines approached the vertical.
Compressor Stability
Blade Row Model
Parallel Compressor Model
The program described in this report was conducted by the Aircraft Engine
Group of the General Electric Company, Cincinnati, Ohio for the NASA Lewis
Research Center, National Aeronautics and Space Administration under Contract
NAS 3-18526.
The program was carried out under the technical cognizance of Mr. D.G.
Evans and Mr. E.J. Graber, Jr. of the NASA Lewis Research Center Engine
Research Branch.
The contract effort was conducted at the Evendale Plant of the Aircraft
Engine Group, Cincinnati, Ohio under the technical direction of Dr. W.G.
Steenken with Mr. W.A. Tesch being the prime technical contributor. Support
was provided by Mrs. V.M. Haywood of the Lynn Plant, Aircraft Engine Group,
Lynn, Massachusetts in deriving the clean-inlet-flow compressor stage
characteristics and by Mrs. P. Gibson in preparing this report for publication.
ii
TABLE OF CONTENTS
Section
iii
TABLE OF CONTENTS (concluded)
Section
Page
APPENDICES
J.v
LIST OF ILLUSTRATIONS
Figure
I. Section View of J85-13 Compressor. 9
Engine. 10
vi
LIST OF ILLUSTRATIONS (Continued)
vii
LIST OF ILLUSTRATIONS (Continued)
viii
I
LIST OF ILLUSTRATIONS _Contlnued)
ix
LIST OF ILLUSTRATIONS (Continued_ '
Pa__m
X
LIST OF ILLUSTRATIONS (Continued)
xi
LIST OF ILLUSTRATIONS (Concluded_
xii
I
LIST OF TABLES
Table Page
xili
LIST OF TABLES (concluded)
Tab le Pa g_.___e
23. Average tan (Bc) for IGV and OGV for "Moss" and '_Mehalic"
Engines. 140
xiv
I -
NOMENCLATURE*
A Area
C Absolute Velocity
CZ Axial Velocity
CU o
Absolute Tangential Velocity
D u Diffusion Factor
ri ri+ I
Ci+ I CU i- Cui+ 1
Stator D=I +
Ci (r i + ri+l) o Ci
EX - Polytropic Exponent
FB - Blade Force
FV - Scale Factor
L - Volume Length
M - Math Number
P - Static Pressure
xv
NOMENCLATURE _Contlnued)
P Polynomlnal of Degree n
n
PT m Total Pressure
m
S Entropy
SS Stator Setting
m
TT Total Temperature
V m Vo lume
W Flow Rate
c glade Chord
go Gravitational Constant
i D Incidence Angle
n Stage Number
r B Pitch-line Radius
t m Time
C Small Quantity
6 Deviation Angle
e TT{TSTD
Dummy Variable
0 Density
xvi
NOMENCLATURE (Concluded)
Solidity
Cz i
¢
Flow Coefficient ( 2_Nr---_ )
[2_N(ri)]2/2
[2=N(ri)]2/2
0J" n
Relative Total-PressureLoss Coefficient
SUBSCRIPTS
M Mean
T Total
I i-th Station
k K-th Volume
m M-th Stage
SUPERSCRIPTS
xvii
REPRODI_C_!! ......
.ii
i_ Tli_
OR!GII<.%L i --,_=
i. 0 SUMMARY
The objectives of the Blade Row Dynamic Digital Compressor Program were
twofold. Firstly, the General Electric developed pitch-llne, blade row, time
marching, digital compression component stability model was adapted to the
J85-13 engine configuration. In particular, the J85-13 compressor, including
the combustor volume to the turbine diaphragm, was modeled taking into account
the variable IGV geometry and the third, fourth, and fifth stage bleeds. The
clean inlet performance of the compressor component was reproduced for two
engines including dynamic indication of the surge line. This prediction for
surge was accomplished by developing a stability criterion based upon the
derivative of flow rate within the blade rows as compared to the derivative
of the flow imposed by the throttling process boundary condition. Secondly,
the clean inlet flow compressor model was modified to a parallel compressor
configuration to permit imposing total-pressure, total-temperature, and com-
bined total-pressure and total-temperature distorted upstream boundary con-
ditions. The flow split between the sectors was determined by a method which
simultaneously satisfied the inlet boundary conditions and the parallel-
compressor uniform-static-pressure assumption imposed at the entrance to the
combustor volume. It was anticipated that static-pressure gradients should
be minimal at this location due to the low Mach number of the flow. Since
the input to this model is the clean-inlet-flow blade row characteristics
(relative total-pressure loss coefficients and deviation angles) as functions
of incidence angle and corrected speed, it was necessary to develop a pro-
cedure for defining blade row characteristics at corrected speeds other than
those for which clean-inlet-flow data existed. In this manner good simu-
lations with total-temperature distorted inlet flow boundary conditions could
be obtained. This procedure makes use of spline curve fits of the blade char-
acteristic data as a function of corrected speed within the data range. This
permits interpolations to be carried out inside the range of data, while out-
side the data range, the blade characteristics are obtained from linear
extrapolations of the spline at its end points.
The loss in surge pressure ratio trends were correctly predicted at all
speeds. However, the model exhibits characteristics similar to other parallel
compressor models, that is, it predicts the loss in surge pressure ratio
accurately when the compressor speed llne is near vertical and over predicts
the loss in surge pressure ratio when the compressor speed line has a low
slope. This deficiency is being studied and attempts to rectify it, while
still maintaining the major concepts of the classical parallel-compressor
model, are being carried out in a continuing study.
2.0 INTRODUCTION
Confidence in the basic approach used in the present study had been
established in a study documented by Ruegg (Reference 3). In it, the propa-
gation velocity of waves in a duct were studied using the basic equations of
the model and the calculational technique. The results were compared with
method of characteristics results. Analysis showed that the model produced
accurate predictions of wave speed, thermodynamic properties, and flow
parameters. Resonances in ducts were also studied and the resonant frequen-
cies'compared well with those predicted by acoustic theory. Proper location
of nodal points with frequency was noticed as well as proper qualitative
changes in wave amplitude with frequency.
With this background, it was felt that the generalized model which had
demonstrated the ability to properly calculate the state of the fluid in
ducts and blade rows, was in a sufficient state of development to adapt it
to the "real world" stability problems encountered in compression systems.
The compressor model was divided into volumes, one blade row per volume,
except for free volumes whose lengths were chosen to be commensurate with
the longest axial length blade row. The equations of change (conservation
of mass, momentum, and energy) integrated once over the volume to give the
macrobalances were written in a form that permitted the determination of
time derivatives of density, physical flow, and the product of density times
entropy as functions of space variables. Time-dependent solution was acco,_
plished by substituting the time derivatives in a Taylor series to give an
estimate of the three above mentioned state variables at the next increment
in time. This was continued until the solution had settled out if the bound-
ary conditions were not time dependent, or until statlonary behavior was
reached if periodic boundary conditions were imposed, or for any portion of
a transient for boundary conditions not previously stated.
L
indicative of lossless duct flow. Hence, it was through the blade force and
entropy production terms that the clean inlet performance of the compressor
was input. The input of the performance was accomplished through the rela-
tive total-pressure loss coefficient and the deviation angle as a function of
incidence angle at each corrected speed for each rotor. The stators were as-
sumed to be lossless although a constant deviation angle was assigned to them.
The relative total-pressure loss coefficient and the rotor deviation angle
were determined from the steady-state stage characteristics. Because the
method completely specifies the flow condition, program output includes the
total temperatures and total pressures of individual stages, stage character-
istics, velocity diagram information at both the inlet and exit of each blade
row, and diffusion factors.
The present investigation was divided into two parts - (I) Clean Inlet
Model and (2) Distorted Inlet Model. For the clean inlet model, the existing
General Electric Dynamic Digital Blade Row Compression Component Stability
Model was modified to represent the NASA-Lewis Research Center J85-13 com-
pressor configurations and stage performance characteristics for undistorted
inlet flow conditions. The resulting model accounted for the scheduled
changes of varlable IGV angle and varlable third, fourth, and fifth stage
bleed flow with changes in corrected speed. The performance characteristics
of each blade row were determined from stage stacking procedures and expressed
in terms of incidence angle, deviation angles, and loss coefficient variations
for each blade row. These values were determined from compressor Interstage
data furnished by the Lewis Research Center which consisted of a hub, mean
and tip radius total-temperature, total-pressure and tip wall-static-pressure
measurements for the pressure ratio and flow ranges of each speed line. The
resulting model also incorporated an improved stability criterion, based on
the self developing unsteady internal flows generated near surge.
Two clean inlet compressor maps were generated using the computer model.
The maps consisted of four speed lines (80, 87, 94, and i00 percent corrected
speed) for the first, or "Moss" engine (Reference 4), three speed lines (87,
94 and I00 percent corrected speed) for the second, or '_ehalic" engine
(Reference 5), and the predicted surge points for each speed llne. Verifica-
tion of the computer model was made based on the comparisons achieved between
the predicted maps and the corresponding experimental maps presented in the
references. These comparisons were based on the accuracy of predicting the
pressure ratio flow characteristics, and the surge point for each speed
investigated. Following this verification, the predicted stage velocity
diagrams, blade and stator incidence angles, diffusion factors, and loss
coefficients at surge and at two points below surge for each corrected speed
line were analytically determined.
The computer model predictions were once again verified based upon the
comparisons achieved between the predicted maps and the corresponding experi-
mental maps noted in References 4 and 5. Specifically, verification was
based upon the accuracy of predicting the flow-pressure ratio characteristics
for each speed, and the surge lines. Following this verification, the pre-
dicted stage velocity diagrams, blade and stator incidence angles, diffusion
factors, and loss coefficients at surge and at two points below surge for
each corrected speed were analytically determined.
Included in this report are: (I) The loss in surge pressure ratio at
constant corrected speed and at constant corrected flow; (2) The amplitude
of total-pressure, statlc-pressure, and total-temperature distortion at the
inlet, at each stage, and at the compressor exit; (3) The rotation (circum-
ferential displacement) of the distorted sectors across each stage; and
(4) The velocity diagrams, pressures and temperatures, and blade and stator
diffusion factors for each stage for at least two sectors, depending on the
type of distortion and its circumferential profile. Only the tables and
figures which serve to substantiate a point or which summarizes final results
are included in the text. All documentation of model input and other addi-
tional information is relegated to the appendix.
The compressor of a J85-13 engine has eight stages with a variable camber
IGV and variable third, fourth, and fifth stage bleeds located in each stator
channel at the casing wall. The IGV trailing edge flaps and the bleeds are
ganged together and are scheduled as a function of corrected speed biased by
compressor-face total temperature. The geometry of the J85-13 engine in the
compressor and combustor regions is shown in Figure 1. The nomonal IGV and
bleed schedules are given in Figure 2.
The "Moss" engine was instrumented at the engine face with a 60 probe
array (5 rlngs/12 rakes) to measure the total-pressure distortion patterns
generated during testing. It was from these data supplied by the NASA Lewis
Research Center that the patterns used in conducting the parallel compressor
efforts of this program were selected. Further details concerning the in-
strumentatlon can be found in Reference 4. The "Mehallc" engine was instru-
mented at the engine face with a 60 probe array (5 rings/12 rakes), for
measuring total-temperature distortion and with an 5-probe array for moni-
toring the gross levels of total-pressure distortion. Further details can be
found in Reference 5.
j ....
!
,i
0
.r4
c-
o
°f,,_
9
REPRODT__u_............
_, ,-- _:i, vc",)2,.
OitIG_i 22-, _:' _--"-'
e_
o
a i I I O
.=.4
-,4
.-4
.."4
-,4
m
,-4
U_
_P
,"'4
m
t_
,..4
",'4
10
3.1.2 Compressor Model
For the purposes of this study, the compressor model includes volumes
upstream of the IGV to the distortion measurement plane and downstream of
the OGV continuing to a choke plane located at the turbine nozzle diaphragm
(A4). The purpose of including these extra volumes is to insure that
realistlc boundary conditions can be imposed.
The geometry used in the model as well as the boundary layer blockage and
blade solldities is given in Table i. The al* and the a2* parameters are the
blade leading edge and trailing edge metal angles, respectively. The given
_2 values are stator absolute exit air angles. The difference between the
exit air angle and the metal angle is the deviation angle which for stators
is assumed to be constant independent of incidence angle or corrected speed.
This assumption is based upon cascade tests which show a small variation in
deviation angle over a wide range of incidence angle for stators operating at
Mach numbers less than 0.7. This is the case for the operating ranges
encountered by the J85-13 compressors in this study.
"Moss" "Mehalic"
II
LO
9D
o
>
°,4
.=
a.
12
I
_____,
____g_" '
J,4
--4
.... NOT
PREGED[NG pAd5 S:.A._
The reason that the above schedules are not functions of TT2 as in Figure 2
is that the TT2 bias was subverted during NASA engine testing in a manner
that controlled the IGV and blade schedules to the 294.3°K (70 ° F) or higher
temperature curve. The "Mehallc" engine had a modified schedule. The actual
schedules used during this study are given in Figure 4.
The third, fourth, and fifth stage bleed flows in the model are removed
at the exit of the stator while holding exit air angle constant. The percent-
age of inlet flow that is removed from each stage is given in Table 2.
Corrected
Moss 94 0 0 0
Moss 100 0 0 0
Mehalic 94 0 0 0
Mehalic IOO 0 O O
15
MEHALIC ENGINE
MOSS ENGINE
35
1OO
3o
8O
25
%
6o 20
b_
_4 !
15
_o
10
2O
0 0
7o
16
The boundary conditions imposed upon the model consists of specifying
the total pressure and total temperature entering volume i and specifying
the value of the exit flow function (W_s/P s) at the exit of the last volume
and its time rate of change. Throttling along all speed lines was accomplished
by decreasing the flow function at a rate of 7.5 units per second. This rate
was established by throttling at a number of rates and selecting one which
would not cause the throttled speed line to deviate from the speed line
obtained from steady-state solutions. This rate is unique to the J85-13
model and would have to be determined for each new compression component that
is modeled.
Two obvious problem areas were revealed by these plots. At I00 percent
corrected speed, the stage 2 radial profile of total pressure was inconsistent
with the profiles of adjacent stages and other speeds; that is, the pitchline
value was considerably lower than hub and tip values. The tip and hub values
were held constant and a curve was forced through them. Based on the shapes
of the stages 1 and 3 radial profiles, a new mass-weighted average pressure was
calculated for rotor 2 only as all other pressures were left unchanged.
17
REPRODUC_Y.',._; OF THE
ORIGI:,.AL I-'A5 _ IS Pf):_R
where
Y npoly
and npoly is the polytropic efficiency. This exponent was then used in
conjunction with the average Interstage total pressures to calculate the
interstage total temperature according to the equation:
(3-2)
PT t EX
TT 2 PT 2
18
1.20
1.00
0
.80
.60
o
LEGEND
./io
(_ ROTOR I
[] ROTOR 2
ROTOR 3
ROTOR 4
_ ROTOR
ROTOR 5
6
ROTOR 7
• 2O ROTOR 8
i I I |
0
FLOW COEFFICIF_NT,
19
1.20
I.OO
.8o
G
{3
L)
f_
.6o
C)
\
LEGEND
._0 O ROTOR I
ROTOR 3
_ ROTOR 2
ROTOR 4
o ROTOR 5
[h ROrOa 6
a ROTOR 7
.20 ROTOR 8
I i I I
FLOW COEFFICIENT,_
2O
and avoid inefficient interpolation schemes in the dynamic model. Each
characteristic was represented by a second, third or fourth order polynomial,
whichever gave the best fit of the data points. In general, characteristics
between the last data point and to some arbitrary point beyond the surge line
were provided by extrapolation of the polynomial beyond which linear extra-
polation was used as illustrated in Figure 7. Figures 8 and 9 illustrate the
resultant distributions of relative total-pressure loss coefficient and de-
viation angle used for the "Moss" engine 100% corrected speed llne. Curves for
the remaining speeds are given in Appendix A.
_Pk (3--3)
_t : _1 (W I - Wi+l)
(3-4)
- PM (Ai - Ai+l) + FB ]
_P-fk
D-C-= 1 [WlSi - Wi+lSi+l+ SF ] (3-5)
21
CURVE FIT - FOURTH ORDER POLYNOMIAL (OR LOWER) IN TAN i
FOR DATA RANGE
•13
• 10
.09
.08 I I J I I I
22
.2O
.15
O
_4
\+ 4
0
0
t_
/_6 \2
0
• 10
,...1
5
.05
.00 • ! . _ ! ! I !
23
ORIGLNAL _.kdZ IS pOOR
.25
4
.20
/
Z
.15 "
Z
.10
z
.05
.00 l I I I I I
2_
The subscripted variables on the right-hand side of the equations refer to
quantities at the inlet and exit of the control volume. Variables on the
left-hand side refer to volume averaged quantities, i.e., in generalized
form
= I _ dV (3-6)
J dV
The energy equation (Equation 3-5) was derived by combining the equation
of change for energy and one of the thermodynamic TdS relationships.
The
FB (Equation 3-4) represents the blade force acting upon the fluid.
blade force can be determined through reference to the following sketch:
A x At
DIR
(:I ION _1
FT
FDZ
0, \,,
\\j
25
FB = FT tan B® - FDZ (3--7)
where
(3-8)
FT =g-02 I r2W2Cu2_I+'-r2r1WICUI i
and is derived from the Euler Turbine Equation. The direction of the lift
vector is assumed to be
1
S® = _ (Sl + S2) (3-9)
(3-10)
FD" qi A18"q[
which is based upon an analogy with the drag coefficient for duct flows. The
term FDZ in Equation 3-7 is then obtained from the relation FDZ = FD/COS 8_.
The prime (') symbol indicates the value of the parameters with respect
to the relative velocity frame of reference and AI8 is the flow area per-
pendicular to the direction of the entrance relative velocity vector. It
should be noted that in steady flow a momentum balance, in general, will
not glve the same total-pressure rise per stage as does an energy balance.
The reason for this difference is that the direction of the blade llft
vector is not exactly the arithmetic average (Equation 3-9) of the flow
angles. Comparison of the steady-state momentum and energy balance
solutions permits the determination of a small "correction angle" which can
then be added to 8= to glve the proper lift direction. It should be noted
that the more familiar expression for the llft direction given by
26
PM(Equation 3-4) represents the meanpressure over the lateral surface
area of the volume element as sketched below:
PM (AI - A 2)
PIAI r
P2A2
WIC 1
W2C 2
l
f_ FB
27
o
Lt_ l,i
• T-I
I
X e,
0
.,,4
Ill
0
-,,4
i I i
o
¢q
=
Z .,"4
Z
.< N
o
< e_
O
N
O
¢J
z
e_
HO,.T_DV,.,I
3_IVO_ +7 _IflqOA
29
S F (Equation 3-5) is the term which represents the total rate of
irreversible conversion of mechanical to internal energy and, in the case
of this model, represents the entropy production due to blade row losses.
It can be obtained from the expression:
PT2/PTl)ideal
(3-13)
S F -- _R In p_2/P_l>actual
where the ideal relative total-pressure ratlowhich accounts for the change
in pitch line radius (Reference 10) from the entrance of a rotor blade row
to its exit is written as
(3-14)
PTI idea
MT is equal to the ratio of the blade row exit pitch line wheel speed to the
inlet relative stagnation velocity of sound (2_Nr2/aTl). In the case of
a stator, the ideal relative total-pressure ratio is equal to one. The actual
relative total-pressure ratio requires knowledge of the relative total-pressure
loss coefficient which is defined as
_" = (3-15)
PT 1 - P1
Tl/actual
- PTI
)i
deal
(3-16)
Hence, Equations 3-14 and 3-16 when substituted into Equation 3-13 provide
complete definition of the entropy production term.
30
As might be expected, the input to the program, in addition to physical
speed, inlet conditions and compressor geometry, requires the relative
total-pressure loss coefficient (_) for the rotors, the tangent of the
deviation angle (6) for the rotors, and the tangent of the correction angle
(B c) for both the rotors and stators. The relative total-pressure loss coef-
ficient and the deviation angle are derived from stage stacking results
based upon clean inlet flow test data obtained by throttling at constant
speed. The correction angle is obtained by comparing steady flow force and
energy balance solutions on a blade row basis. These parameters can be
represented as functions of incidence angle and are input to the program in
this manner. These parameters, in conjunction with the velocity triangles
and other ancillary relations, permit the determination of the thermodynamics
of the fluid at each station. Blade-free volumes are treated as lossless
volumes with no imposed blade force; hence, the FB and S F terms of Equations
3-4 and 3-5 are identically zero.
(3-17)
8t 8t 2 2
where:
p(t) is established by the initial conditions or from the previous time step.
(3-18)
13t 2 V _t 8t
31
Examination of Equation 3-18 reveals that the right-hand side is composed
of derivatives of station values of flow with respect to time. Since Equation
3-4 will supply only the derivatives of the volume-averaged flow with respect
to time, use of an interpolation scheme for obtaining station values from
volume-averaged values will permit Equation 3-18 to be solved for the second
partial derivative of volume-averaged density with respect to time. Equations
3-3 and 3-18 then can be substituted into Equation 3-17 to obtain the estimate
of the volume averaged density correct to second order at the next increment
in time. Equation 3-18 implies that first derivatives with respect to time of
a large number of terms (e.g. F B, PM, and SF) will be required. Although
these expansions are lengthy, they can be derived in a straightforward manner
and will not be reproduced here due to lack of space. Similarly, this technique
can be used for the remaining two variables (W and oS) and can be continued
from one time step to the next for the desired number of time steps.
Block II presents the macrobalances in the form they are used in the
analysis. The variables on the right-hand-side of the equations are
station-value properties. Knowledge of these parameters allows the first
time derivatives of the volume averaged properties to be calculated. However,
as stated in Block I, only volume-averaged quantities are available at the
beginning of each time step. Therefore, Block II illustrates that it is
necessary to interpolate between volume-averaged parameters in order to
obtain station-value properties.
32
E
..(
Ei!
-l_ •• I
• o. I
I ,'
ik
l
!_
_.,i_.
_
T.._
f :*
i,
lll i rail
l
;,.(
REPRODUC,'-W, IIITY 07 "file
ORIGINAL PA(JE IS POOR
boundary condition was derived from the assumption that a fictitious, zero-
length choked nozzle existed at the burner exit. The fictitious, zero-
length choked exit condition implies the upstream flow function at the
burner exit is specified and can be either held constant or changed at some
rate to simulate a constant-speed throttling process.
Once the flow conditions at the stations are completely described, various
quantities of interest can be calculated such as stage coefficients, diffu-
sion factors, etc. With all the necessary quantities on the right hand side
of the macrobalances available, the first time derivatives of the volume
averaged properties can be calculated as indicated in Block V using the macro-
balances of Block II.
35
36
.,C
Z
0
.,-_
•,-o Z "_
r_ ,,_ _, 0 ,_
_-I_ _z 0
_ ,=1 ®
I/1 ,_ (J
,o IZl
(J
O.
d J
'0
(D
Z
\
\ &
\
\
e-
\ .
Ul
(@)_w _o 1
37
REPRODUC,.'.EIL"I; OY I!<[7
ORIGINAL _":
4.0 RESULTS
Apart from determining suitable blade row characteristics for both of the
J85-13 engines considered in this program, the objective of this study was to
establish the validity and capabilities of the computer model. This involved
verification of the ability of the pltch-line analysis technique to accurately
represent the performance of the compressor and the demonstration of the
ability to predict the stability limit of the compressor for clean inlet flows.
Once the capability of the model was established, the stability limit of the
compressor was predicted when subjected to circumferential, 180 ° i/rev total-
pressure, total-temperature, and combined total-pressure and total-temperature
distortions. Combined inlet distortion conditions included configuration s
where the total-pressure distortion was opposed, coincident, and 90 ° over-
lapped with the total-temperature distortion.
Clean inlet compressor maps for both versions of the J85-13 considered
are presented in Figures 14 and 15. It should be noted that the "Moss" engine
clean inlet data (Reference 4) used in this study were taken from NASA data
readings 521-543 which were obtained after the distortion tests had been run.
The "Mehallc" engine clean inlet data (Reference 5) were taken from NASA data
readings 13-38. As can be seen, there is excellent agreement between the
NASA test data and the speed lines generated from the previously determined
blade-row characteristics. Included on the figures are the stability limits
obtained for each speed line by dynamic throttling simulations. The throttling
simulations were accomplished by specifying the decrease in the flow function
at the exit of the model as a linear function of time. The choked exit
boundary condition was never explicity calculated, but rather was handled by
assuming a zero length choked exit nozzle existed. As such, a change in the
exit area of a choke plane would impress a change in upstream flow function.
The rate of change of the flow function with time was chosen low enough such
that the dynamic solution did not deviate from the steady-state speed line.
It was the intent of this portion of the study to illustrate that the stability
limit of a compressor could he determined from the dynamic response of a quasi-
steady-state representation of the speed line. Figure 16 provides a more
detailed view of the throttling process for the 94% N/_ '_4oss" engine speed
llne. It should be noticed that up to time step 5000 the decrease in flow is
well behaved, that is, the flow change per each I000 time-step increment is
roughly the same. However, in the region of the experimentally determined
surge line, the flow decreased about twice as much in 700 time steps as it
did in the previous i000 time steps even though the throttling rate was main-
tained at the same value as used throughout the throttling process. This
behavior is typical once the stable operating region is exceeded. Special
note should be taken of time step 5400 as further discussion will be undertaken
later in this section.
38
co
v_
0
m
m
c_
E
c .a Q0 0
0
0
,,=4
r_
z:
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O- co
v_
I I I I I I I
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39
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i i I l I I I
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_ ° Ill
0
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.i,l
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41
In an effort to establish stability criteria, many of the traditional
compressor performance parameters were investigated for indications of
anomalous behavior during the throttling simulation, particularly in the
experimentally determined surge region. Figures 17 to 26 present the time
history plots of several variables for the '_dehalic" engine, 100% corrected
speed line near the surge point. These plots show the time histories of:
42
!
X
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R_ROOUCI_ILIYY OF TH_ 45
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53
At this point, it was appropriate to question whether this stability
criterion represented a limitation of the model or did it in fact represent
the actual behavior of the J85-13 compressor in the region of the clean inlet
surge line. Discussion of the speed-llne zero-slope phenomena at surge with
compressor designers indicated that they had not seen any data which would
dispute the fact, although in general, data sufficiently close to the surge
line to define the slope going to zero are not usually obtained, especially,
at high speeds (steep speed lines). However, one instance of high speed data
was recalled where much data was obtained and a number of surges were incurred
while investigating the near surge behavior of a near vertical high-speed,
speed line. The data showed that the slope of the speed line did go toward
zero in a small region near the surge line with small changes (decreases) in
flow.
It has been pointed out that the slope of the speed line must go to zero
at the surge llne in the presence of a choked exit boundary condition (choked
turbine diaphragm) which is representative of compressor operation in the
speed ranges studied in this program. Goethert et al, (Reference Ii) have
proposed a stability criterion that explains this behavior. The criterion
was derived by application of the continuity equation to the stage volume
and using a llnearized representation of the stage characteristic in the
region of interest. For a single stage followed by a choked nozzle, the
requirement for stability can be expressed as
_Wi+ 2 _W i
> 0 (4-1)
_PTi+ 2 _PTi+ 2
T_TI+ 2 mi_TTi
where the subscript "i" indicates the stage entrance conditions, the subscript
"i+2" indicates the choked nozzle throat conditions, and m i is the elope of the
stage characteristic at the point _nder consideration. The first term is
clearly positive and bounded. As one progresses along the speed llne from
high flow to low flow, the sign and magnitude of the second term is governed
by the local slope m i. The slope is initially negative, goes to zero, and
then becomes positive. In the region of zero slope, this term e_hibits a
discontinuous behavior as it goes from indeterminately large negative values
to indeterminately large positive values for small changes in flow on the
54
order of E. It is at this point that the modelwill exhibit the character-
istics of incipient instability since the sign of Equation (4-2) chan_esfrom a
positive to a negative value. Hence, it was for this reason that it is
expected that the speed line should exhibit zero slope at the surge line con-
sidering that a choked turbine diaphragmboundary condition has been imposed.
T11erefore, it was possible to draw the inference that the more sophisticated
solution of the flow aerodynamicsrepresented by the subject DynamicDigital
Blade RowCompressionComponentStability Model supports the stability
criterion based upon a simplified, linearized model of the flow proposedby
Goethert et al.
Figure 28 presents the ratio of exit-to inlet-flow for the rotor volumes
as a function of time. As the compressoris throttled toward instability, the
data illustrate that the rotors exhibit flow storage and flow evacuation, that
is, more fluid enters rotors 1 and 2 than leaves and more fluid leaves rotors
3-8 than enters near the region of instability. If it is assumedthat surge
or overall compressorinstability is associated with flow blockage, then this
parameter could be useful in identifying the stage where the surge event is
initiated.
66
REPRODUC_I:-:_:-: _- _ ::
ORIGINAL P.\LL :5 _C,O?..
o i"
,-% 0
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Ox
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56
Table 3. 180 ° , I/Rev Total-Pressure Distortion Cases.
Near Surge
Screen* Reading _I_/--PT**
80 4M 490 0.0187
80 9M 125 0.0475
87 4M 485 0.0281
87 9M 90 0.0677
94 4M 481 0.0362
94 9M 94 0.0967
lO0 9M 99 0.1367
4M - 74.0
7-1/251 - 57.8
BM - 50.7
57
I=
-,a
I,w
0
,,,-,,,
w
w
I.i
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4_
8
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held constant over the entire speed line. The stability limit of the overall
compressor was established as that point where the previously determined
stability criterion was exceeded by any of the parallel-compressor sectors.
For all distortion levels, the model exhibited the ability to predict the
experimental surge point quite well at 100% corrected speed. Conversely, at
the lower speeds, the model predicts a more conservative loss in surge pres-
sure-ratio than demonstrated experimentally. This result was expected as
even with small distortions, the parallel-compressor concept maintains the
integrity of each sector and prevents any mixing or redistribution of flow.
Further discussion of this result is reserved for Paragraph 4.5.1. The
apparent inability of the model to match the test data at 94% corrected speed
for the higher distortion levels was not resolved. Since it was possible to
match the test data at other speeds, erroneous test instrumentation was not
felt to be a probable cause. A significant factor might possibly be the
proximity of the 94% corrected speed to the break-point on the IGV and bleed
_'h,.dllles for the 'Ross" engine (Figure 4) and the possibility of the distorted-
[[ow compressor not reacting to the clean-inlet-flow IGV and bleed schedules
as expected.
61
Table 4. 180 ° , I/Rev Total-Temperature
Distortion Cases.
Near Surge
%N/J0 Read ing ATT/T T*
62
_O
O_
t...
1.4
\
cO
0
/
0
/o -_1
M
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I !
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\
+
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0 o
,i-I c3_
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• l I I I I I
0 LT,I_i _dl'tlNg_d
63
REPRODUCIBILHY OF THE
_|U_d,NAL
_ PAJ-Z _"
,_ POOR
64
o
.i-I
• 0
• 0
oo
0
_ I
0 ._
_g
,_t °F,I
o_ o-_
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65
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,=,I
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I' I
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66
deviation between the test data and model simulation with 9% total-temperature
distortion. In both cases (87% corrected speed) the total-pressure distortion
levels were equivalent.
Near Surge
- TT Min)/TT Avg
- PT MIn)/PT Avg
The limiting sector, in all the cases but one, was the low corrected-
speed sector; the total-pressure distortion for the 100% corrected speed
event was sufficiently high (12.6%) to cause the high corrected-speed sector
to experience the limiting instability. Appendix F contains detailed compres-
sor maps illustrating the performance of the individual parallel compressor
sectors (Figures 91 and 92). A comparison of the detailed maps for pure
tot_il-temperature distortion and the opposed combined distortions indicates
the effect of total-pressure distortion in changing the operating points of
thc sectors.
67
Appendix F contains sample plots of the circumferential- and radial-profiles
for one distortion case as obtained from the NASAdata. Figure 35 illustrates
the resultant compressormapincluding the test data, parallel-compressor
speed lines and the throttling simulation predicted stability limits. The
experimental stall line is showndisconnected and represents two different
levels of temperature distortion. As can be seen, the 2-sector parallel-
compressormodeling of the distortions correlated well with test data and
predicted the increased drop in the surge line due to the overlapping of the
distortions. The detailed compressor map (Figure 93) contained in Appendix F
illustrates the fact that the drop in surge line can be attributed to the
effect of the parallel-compressor unlform-exlt-static-pressure boundary
condition in forcing the distorted sector further up its speed line than if it
were operating with one distortion only. A comparison of similar operating
points for the coincident and opposed distortion illustrates that while both
parallel compressor simulations exit to the same pressure, the pressure dis-
tortion sector in the coincident configuration must operate further up the
speed line in order to produce sufficient pressure rise as it is operating at
a lower corrected speed due to the superimposed temperature distortion. Again,
it is apparent from Figure 35 that the model can provide an accurate estimate
of loss in surge pressure in situations where speed lines are nearly vertical.
At lower corrected speeds, where the lower slope speed lines require larger
changes in flow for changes in pressure than at the higher speeds, the parallel
compressor model forces the critical sector closer to surge than if the speed
lines were more vertical, thus producing more pessimistic predictions of the
surge point.
Near Surge
7_ l^le Reading ATT/T T* _r/'PT **
68
I I I I I
69
4.4.3 90 ° Overlapped Orientation
Near Surge
%N/4o Reading _TT/TT** _T/PT**
7O
=-
o
•_ _._
\ 0
cO
_o
_ .,.,I
• 0
•1_ .to
0 _
0
\o
M •
_ II1 eu
co
oO
0 0
\
,_ _._
!
o + i I
i
i I
,d
I' I
i I I I I I I
OT_ _I_[I'IS5_[d
71
ORIGINAL P':_'-: *::' :_'_"
0 _
•,.4:3
o
co _._
x-i
| ..I
r" L
o
_._
,.-1 ,-a
_ _._
0 _
eL=
o N _
I
o ÷ I I
, I _o
q.l 0 _-i
I
I,
t I I I ,I I I
c_
O_Vlt _'ltl'lgS"_d
72
Sample documentation for one 90 ° overlapped case is given by Table 29 of
Appendix F. Also contained in Appendix F is the detailed compressor map
(Figure 95) for moderate total-temperature distortion.
One of the most common techniques for indicating the response of a com-
pressor or engine to various inlet conditions is to compare the surge pressure
ratio of the distorted inlet-flow compressor to the clean inlet-flow compres-
sor. This loss in surge pressure ratio (APRS) can be calculated on a constant
speed or constant flow basis depending on the desired application of the
results. As an aid in evaluating the overall ability of the dynamic parallel-
compressor model to predict the degradation of the surge line when subjected
to various inlet conditions, a comparison between the experimental- and
predicted-loss in surge pressure ratios has been made. Figures 38 and 39
respectively present the loss in constant speed and constant flow surge pres-
sure ratios predicted by the parallel-compressor model compared to the experi-
mental losses in surge pressure ratio. At high corrected speeds, the parallel
compressor model does a very credible job of predicting the actual loss in
surge pressure ratio for 180 degree, i/rev distortions. The data points on
the figures which are scattered furthest from the perfect agreement llne are
indicative of results at lower corrected speeds and of the 90 ° overlapped
distortions. It is felt the inability of the model to match the experimental
performance is due largely to the parallel-compressor limitations which pre-
vent any flow redistribution or communication between the sectors.
Due to the close proximity of the blade rows to one another, it is felt
that the major redistribution events probably have to take part in the free
volumes upstream of the inlet guide vane. This line of reasoning is supported
by a number of studies. Flourde and Stenning (Reference 8) concluded that
"[or compressors with normal clearances, circumferential flow redistribution
occurs ahead of the compressor, and very little crossflow occurs within the
compressor." Spring (Reference 12) extended the analytical technique of
Plourde and Stenning (Reference 8) to determine the effect of the compressor
pumping characteristic on the flow field entering the compressor. He found
that significant static-pressure distortions and tangential velocity compo-
nents existed at the compressor face while none existed far upstream where a
pure total-pressure distortion was being impressed. For a pure sinusoidal
circumferential total-pressure distortion of ±5% far upstream of the com-
pressor, it was found that at the compressor face, ±4% static pressure dis-
torti(m wns created with a concomitant tangential velocity distribution of
t'J7Z _1 rll_' nx';i, axial v¢,lo('ity. Ilow_,w,r, the corrected Flow distortion
dropped from approximately _35% to approximately !5%. Adamczyk (Reference 13)
also shows a flattening of axial velocity profile as the compressor face is
approached from upstream.
73
-o
o
0
P-I 0
0 0
o
Z • °
0 0 _ 0 -/11
°_,,I
e_
0
[3
% U
0
-I0
e'
0 0
e
0
I I I I I
0
I
Z
0
Z m
.ta
I,-I o
0 0 _
0
0
L_
Z
0 _• . 4_
o
o_
1--4 I-4
0 o <l 0 dJ i
0 .io
¢.1
.,_.t
0
%
o '_o e_
o
U_
75
Bralthwaite, Graber, and Mehalic (Reference 14) have derived a simplified
parallel compressor model which yielded substantially the same results in
terms of _PRS)Calculated versus APRS)Measured correlation. Their analysis
included all of the pure total-temperature and combined total-temperature and
total-pressure distortion data points reported upon in this report. Further,
it is noted that the Dynamic Blade Row Parallel Compressor model results also
showed that opposed orientation total-pressure and total-temperature distor-
tions can offset each other, thereby producing insignificant losses in surge
pressure ratio. This is in agreement with the experimental data and the
results of the simplified parallel compressor model proposed by Braithwaite,
et al.
76
o,I
eq t_ 0_ _ _-_
o_
o
c_ c_ o_ 8
o
_] (] 0 C]<> 0
O_
l
,-4
.,_
_g
o8
! ! !
?7
0 0 0 '_ '_ o
• • e • • •
u ."q Q 0 QO 0
I
cO
o
i,,,,4
%o o
M Z
b-I
,4
|
I I I
u'_ 0 u_ 0
78
=
o
0
_] (D 0 <]<>©
0,,
I
cO ,-,i
_O N
0
=
o
.,.t
_8
o =
•,-4 _
d
I I l !
_'_ 0
79
An examination of the predicted amplifications for the combined total-
pressure and total-temperature distortion, opposed orientation (Figures 102
through 104) reveals for all cases, that the imposed total-pressure distortion
is attenuated through-out the compressor. Comparison of the two cases at the
low corrected speed indicated that the higher total-temperature-distortion
aided in attenuating the total-pressure distortion levels. In all cases there
is a slight attenuation of the imposed total-temperature distortion.
The blade row model employed in this study provides sufficient information
about the inlet and exit velocity diagrams of a blade row to make it possible
to calculate one of the parameters useful to the compressor designer, the
diffusion factor. As an example of this type of analysis, rotor diffusion
factors are plotted for the "Moss" engines with clean inlet flow for 80 and
I00 percent corrected speeds in Figures 43 and 44, respectively. At each
speed, the diffusion factor is given for three flows - unthrottled, mid-range,
and near surge. The largest difference between the two speeds occurs in rotor
80
O0
0
r-4
O_
u_
r..
U_
"r" _-4 Z
m
OO<3 0
.,.4
1-4
O_
L I ! ! i
R_PRoDUCIBP_ITY 07 TH _ 81
g
T'*
0
,-.4
/
,-4
r'
k_
OD<:] 0
e_
0
.i,4
I1
°r.l
e_
.4'
I I ! I !
l:l'O_ :) V_ NOIgM_IIfl
B2
1 where at i00 percent corrected speed, rotor 1 has a considerably higher level
o[ loading. Both figures show that as surge is approached, the level of dif-
fusion factor increases except in rotor 3 at 80 percent corrected speed, where
it remains essentially constant and at i00 percent corrected speed where rotor
4 shows a small decrease in the diffusion factor as the near surge point is
npproached.
Analysis of the critical sector for the 180 °, i/rev total-pressure dis-
tortions shows that the value of the diffusion factor at surge is the same
as that at surge for clean inlet flow. This result is expected since the
parallel compressor sectors operate on their clean inlet characteristics.
Investigation of the diffusion factor behavior when 180 ° , i/rev total-tempera-
ture distortions were imposed was not conducted since the critical sector
operated at a different corrected speed than the average corrected speed of
all sectors, the only speed for which the clean inlet surge line diffusion
factor data was available.
83
Table 8. "Moss" Engine Stall Site Analysis.
80 2* 2 -- 2
87 2 2 2 2
94 2 2 2 2
100 3 3 3 3
Stall Sites
80 5 ?
87 - 5/6
94 6/8 6
100 7 6
The model results and the interpretation of the test data do not indicate
the type of agreement one would llke to see. However, this lack of agreement
may not be due to model deficiencies. Before judgment can be rendered on the
ability of the model to predict stall sites, it is necessary that a compres-
sion component which had extensive interstage instrumentation during testing
be modeled and the latest techniques for analyzing and interpreting interstage
data be applied. The problem of determining the location of hub stall sites,
84
if they exist, must be remedied since it is unknown how long it takes for a
hub stall pulse to propagate to the wall casing and be detected by wall
static-pressure transducers.
Cour:,nt, R., Fr_odrichs, K.O., mad Lewy, H., "Uber die Partiellen Differen-
ze1_glL'ichungen dur Mathematischen Physik, Math. Ann., Vol. i00, 1928,
pp 32-74.
In this classical work, it was observed that a necessary condition for the
85
5.0 CONCLUSIONS AND RECOMMENDATIONS
The stability criterion used throughout this effort was based upon the
ratio of the time rate of change of flow within a blade row to the time rate
of change of the flow at the exit imposed throttling boundary condition. Where
this value exceeded two in all blade rows, the model could not recover to stable
performance. In all cases of clean inlet flow for both the '_4oss" and "Mehallc"
engines, this criterion led to consistent results and the critical value
occurred in a pressure ratlo-corrected flow region where an experimental aero-
dynamic instability was observed. Further, this criterion produced consistent
results throughout the distorted flow studies. For these reasons, it is
assumed that the stability criterion is potentially an accurate predictor of
compressor aerodynamic instability in a one-dimensional model for slow tran-
sients. Further studies using other compression components will be required
to establish the generality of this stability criterion.
87
For these reasons, it is recommended that the present Dynamic Digital
Blade Row Compression Component Stability Model be modified to include tan-
gential flow redistribution in a gross sense, while maintaining the essence
of the parallel compressor concept. In this manner, the compressor will
establish more realistic inlet flow conditions at the IGV as opposed to the
artificially established boundary conditions imposed at the measurement
plane and assumed to be valid back to the IGV. In addition, the effects of
bleed flow redistribution within the bleed mainfolds should be investigated
to determine the magnitude of this effect.
The present model lacks the ability to predict stator induced instabil-
ities since stator loss coefficients are assumed to be zero and the deviation
angles are constant. Important insight could be obtained if realistic stator
loss coefficients were determined and the stages restacked to give new rotor
loss coefficients and deviation angles. Clean-inlet-speed-line and distorted-
speed-llne throttling would provide results which could be compared with the
results of this study, specifically as to the location of the stage where the
instability is initiated and to determine if there are any differences in the
manner in which flow breakdown occurs.
8_
i
APPENDIX A
STAGE CHARACTERISTICS
89
0RIGL'q AZ _:'_'" _
1.2.,0
1.00
.8O
o
.6o
o
¢,.J
LEGEND
.rio
O ROTOR 1
_ ROTOR
ROTOR 32
Lh ROTO_ 4
[h ROTOR 5
['h ROTOR 6
ROTOR 7
.2.,O
Q RoToR 8
O I I I I
.to .50 .60 .70 .80
FLOW COEFFICIENT,
9o
1.20
1.00
.80
z
t-.i
t.)
• 6o
o
LEGEND
O ROTOR 1
ROTOR 3
_ ROTOR
ROTOR /i
2
ROTOR 5
ROTOa 6
1:::)ROaR 7
.2o 0 ROTOR 8
0 ,, I I I , I
FLOW COEFFICIENT, 4,
91
1.2l)
1.00
/x
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H .6o
C3C_
LEGEND
O ROTOR I
[] ROTOR 2
ROTOR /t
_ ROI"OR 3
ROTOR 5
[3 ROTO_ 6
.2O
ROTOR 7
<_ ROTOR 8
0 I I I I
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FLOW COEFFICIENT, ¢
92
1.20
1.00
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d
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©
LEGEND
c_
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_ ROTOR 1
ROTOR 2
_ ROTOR 3
ROTOR 4
['x ROaR 5
FA ROTOR 6
_ ROTOR 7
.20 ROTOR 8
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FLOW COEFFICIENT,
93
R_RODUC_F !TV Op THE
ORIGLXAL PA¢_2 iS POOR
1.20
1.00
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0 ROTOR 1
[] ROTOR 2
_ ROTOR
ROTOR 3
/_
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Eh ROTOR 6
ROTOR ?
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0 ! ! I !
FLOW COEFFICIENT,
91,
1.o,20
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[] .omR 2
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ROTOR
[_ ROTOR 5
[_ ROTO_ 6
a ROaR 7
.IN) 0 ROTOR 8
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FLOW COEFFICIENT, O
95
LEGEND
0 ROTOR 1
_3 ROTOR 2
0 ROTOR 3
ROTOR 5
_ ROTOR t_
ROTOR 6
O ROTOR 7
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FLOW COEFFICIENT,
96
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0 ROTOR 1
_ ROTOR 2
ROTOR 3
ROTOR &
0 ROTOR 5
[3 .oToa 6
[3 ROTOR 7
<> aOTOR 8
O I I I
I
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FLOW COEFFICIENT, $
97
1.20
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O ROTOR 1
[] ROTOR 2
O ROTOR 3
_ ROTOR _5
.2O ROTOR
ROTOR6
O ROTOR 7
Q ROTO_ 8
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FLOW COEFFICIENT, qb
98
1.20
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.%0 O ROTOR 1
[_3 ROTOR 2
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ROTOR 5
_'_ ROTOR 6
[_) ROTOR 7
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O, I I I I
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99
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1. OO
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._o O ROTOR I
[] ROTOR 2
O ROTOR 3
_ ROTOR 4
ROTOR 5
[3 ROTOR 6
a ROTOR 7
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ROTOR 6
ROTOR 7
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REPRODUCIBE.ITY OF THF,
ORIGINAL i_AGE IS POOR
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116
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Table 9- Polynomial Representation of Characteristics, "Moss" Engine,
NI4e.
_t
ROTOR
M_X ){IN C1 C3 C5
i .i
118
REPRODUC_IL!%U OF THE
ORIGINAL PAGE IS POOR
ROTOR
MAX MIN C1 C2 c3 c4 c5
i
4 • 105 .03 O•O -6_. _63 27. 43987 -2. 62657 • 1695358
119
Table 11. Polynomial Representation of Characteristics,
"MOSS" Engine, 94% N/_.
ROTOR
MAX MIN c4
cI c5
,l
120
Table 12. Polynomial Representation of Characteristics,
"MOSS" _ngine, 1OO% N/4_.
121
.... poo
ROTOR
M_X MIN c I C2 C3 _6 C5
1 ._ ,16 ,o7 1223.057 -673. 875 145. 4366 -13. 6207 .536430._
...........
4 e_ .ol .-2329.58 /-*93. 3383 -30. 3654 I. 306_3 i •1032564
i
6 .o2 -. 12 O.O -.57. 87 .92J612_3 I. 1326_3 .1549713
122
Table 14. PolynomiaI Representation of Characteristics,
"Mehalic" Engine, 94% N/_.
ROTOR
MAX MIN C1 C2 C3
i
123
Table 15• Polynomial Representation of Characteristics,
"Mehalic" Engine, 1OO% N/V_.
126
APPENDIX B
The figures and tables contained in this appendix document the lift-
direction correction angles (8c) used in this program. The distribution of
the tangents of the correction angles for the rotors and stators along a
speed line has been represented as a linear function of the tangent of the
incidence angle. Figures 73 through 79 illustrate the final correction angle
distribution as used in the dynamic model. Tables 16 through 22 provide a
tabulation of the coefficients used in the straight-line representation of
the correction angles. The inlet guide vane and outlet guide vanes were
specified in the modeling effort as having constant incidence angle over a
speed llne and as such prevent presentation of the lift direction correction
angle as a function of incidence angle. Therefore, the lift direction correc-
tion angles for the inlet and outlet guide vanes were chosen to be constants
equal to the average of the calculated distribution of values. Table 23
documents the values used for both engines at each corrected speed.
125
-8
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TAN(Sc) = (M)('l_CkN(i)) + B
BLA DE B t4
ROW (y- INTERCEPT) (SLOPE)
RI .016271 .oo47o59
,
-.019292 -._00995
R2 .O22483
$2 -.o_787_ -. i9494
s_ -.0_7869 -. 1375
R4 •018279 -. 008571_
_4 -. 041828 -. 1l_857
S_ -.03591 -. 16696
R6 .0_0067 .1O489
S6 -.0_382 -. 2061
R7 -. 0008977 .0260&7
s7 - :02_02_ - • i_517
R8 -. OO 19556
s8 -.0_27 -.15269
133
Table 17. Lift Direction Correction Angle Coefficients,
"Moss" EnQine, 87_ N/_•
TAN(SC) = (M)(_N(i))÷ B
BLADE B M
ROW (Y-INTERCEPT) (SLOPE)
R1 •O133 .066667
J ,,,
.019236 .o8_768
-.039345 -. zlo91
s_ m II L II
R3 .O2_802 -.O63385
s3 -.o47391 -.o9373 .
R4 .O2115& -.02766
_ -.0_-667., -..1734,5., .
R5 •092317
S_ -. 19636
R6 • 0o83529 .087059
S6 -.03&321 -.20905
-.oo16878 .o21463
R7 ,, , . ,i ..=, 1 i
_. S7 -.029919 -. 15563
.... i,
a8 i
-.0025579 -.OO42105 ,
S8 -.o4_24_ -. t7283
13&
I .....
Table 18. Lift Direction Correction Angle Coefficients,
"]_SS" Engine, 9L,_ N/_/9.
TAN(8 C) = (M)(TAN(i)) ÷ B
BLADE B M
ROW (Y-INTERCEPT) (SLOPE)
R1 .01&268 .078571
$2 -.031387
R3 .0328
-.o5186 -.10/,
-.o&6_o7
.oo86222
-.o37256 -.21778
R6 .ooo217_ .Q_3913
S6
R.7
s7 -.029702 -. 1587
R8 -.ooo539& -.o66789
S8 -_.o_536 -. 1657
135
Table 19. Lift Direction Correctign Angle Coefficients,
"Moss" Engine, 100% N/4e.
TAN(_ C) = (M)(_N(i)) + B
BLADE B M
ROW (y- INTERCEPT) (SLOPE)
.=
R1 -- . 01_ 8
.66667
R2 -.0035 -3333
S2 -.041916
R3 i
.oo7
S3 -°057375 .....
R4 •018563 - .o_&6o2
i
_4 -. oL,6788 -. 38824
RS .010838 .17619
-.03765
R6
S6 --_77_
R7 -.oo8_81_ .06875
s7 - .03005 -.18
R8 , -.0093143 .....
s8 -.o46697
136
Table 20. Lift Direction Correction Angle Coefficients,
"Hehalic" Engine, 87_ N/V _.
_N(B c) = (M)(_N(i)) + B
BLA DE B M
ROW (Y-INTERCEPT) (SLOPE)
R1 -. 10256
$1
R2
52 -.037727 -.16881
R3 .02O568 -.o95385
$3 -.05151& -.2o_5
RI, .oz5781
Sl,
R5 -.0_)_939
s_ -.0367_1 -. 2187}
R6 .002_279 -.018605
s6 -. 03_0/_2
R7 -.071006
s? -.0288&&
R8 -.o_878
58 - •22027
137
ORIGINAL F. zing "-_ 1;_:'3,-_
mN(8c) = (S)(TAN(i))+ S
BLADE B M
ROW (Y -INTERCEPT) (SLOPE)
L_ RI .O13938 .061538
Sl -.92S071 -.20_8&
Ra .027597
$2 -.O38297
R3 .022052 -.O&l121
s_ -.o_,8}L,} -. It,5o55
R5 .012275
s_ -.0_8&_7
R6 .o016933 -.o18667
S6 -. 19762
R7 -.o28889
s? -.o29877 -.15597
R8 -,OO&5172 -.o26z6)
-.O&877& -.22&27
138
I .........
Table 22. Lift Direction Correction Angle Coefficients,
"Mehalic" Engine, 100% N/_.
TAN(8c) = (M)(ZAN(i)) + s
BLADE B M
ROW (Y-INTERCEPT) (SLOPE)
R1 -.07_o7&
S1 -.08_72
P,2 -. 16&
$2 -.21
.01123 -.o36667
R_
S3 -.o,57609 -_21078
s4 -:o51818 -.19273
R5 .012_26 .067532
s_ -. 22O95
R6 - .030108
s6 -.036708 -. 2167_
R7 -.oo78_ -.o3_78._
s7 -, Q_0629 -. 18295
R8 -.c_712q_
S8 -,0_9J86
13,39
Table 23. Averafle tan (_c) for IGV and OGV for "Moss" and
"Mehalic" Engines.
TAN(_ C) = (M)(TAN(i)) + B
BLADE B M
SPEED
ROW (Y- INTERCEPT) (SLOPE)
OGV -.OOO 6 45 O. O
Moss 87% N/J_- IGV .O1_13 O.O
MOSS 87% N/4_ OGV -.000648 O.O
1_o
APPENDIX C
141
Table 24. Computer Listing Output Parameters.
142
Table 24. Computer Listing Output Parameters (Concluded).
143
o o o o _ (3 (;;: o (3 o o oo o o o (;_ o
4'_c)
8
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APPENDIX D
145
IMMERSION 5
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Table 26. Supplemental List of Computer Output Parameters.
155
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REFERENCES
i. Jansen, W., and Smith, G.E., "Propulsion System Flow Stability Program
(Dynamic) Phase I Final Technical Report Part X. Explicit Stall
Prediction Model - Theory and Comparison of Computed and Experimental
Results," Air Force Aero Propulsion Laboratory Technical Report AFAPL-
TR-68-142, Part X, December 1968.
o Daniele, C.J., Blaha, R.J., and Seldner, K., "Prediction of Axial Flow
Instabilities in a Turbojet Engine by Use of a Multistage Compressor
Simulation on a Digital Computer," National Aeronautics and Space
Administration Technical Memorandum TM X-3134, 1974.
o Wenzel, L.M., Moss, J.E. Jr., and Mehalic, C.M., "Effect of Casing
Treatment on Performance of a Multistage Compressor," National Aero-
nautics and Space Administration Technical Memorandum TM X-3175, 1975.
J
Schorr, B., and Reddy, K.C., "Inviscid Flow Through Cascades in
Oscillatory and Distorted Flow," AIAA 8th Aerospace Science Meeting,
AIAA Paper No. 70-131, January, 1970.
°
Bird, R.B., Stewart, W.E., and Lightfoot, E.N., Transport Phenon_ena,
Wiley, New York, 1960.
199
REFERENCES _Concluded)
14. Braithwaite, W.M., Graber, E.J. Jr., and Mehalic, C.M., "The Effect of
Inlet Temperature and Pressure Distortion on Turbojet Performance,"
AIAA/SAE 9th Propulsion Conference, Paper No. 73-1316, November, 1973.
20O