Research Papers

Full Thermal Experimental Assessment of a Dendritic Turbine Vane Cooling Scheme

[+] Author and Article Information
S. Luque

e-mail: salvador.luque@eng.ox.ac.uk

J. Batstone

e-mail: james.batstone@gmail.com

D. R. H. Gillespie

e-mail: david.gillespie@eng.ox.ac.uk

T. Povey

e-mail: thomas.povey@eng.ox.ac.uk
University of Oxford,
Dept. of Engineering Science,
Parks Road,
Oxford OX1 3PJ, UK

E. Romero

Rolls-Royce plc,
Turbines Design Engineering,
PO Box 3, Gipsy Patch Lane, Filton,
Patchway, Bristol BS34 7QE, UK
e-mail: eduardo.romero@rolls-royce.com

1Corresponding author.

Contributed by the International Gas Turbine Institute (IGTI) of ASME for publication in the Journal of Turbomachinery. Manuscript received January 10, 2013; final manuscript received February 17, 2013; published online September 26, 2013. Editor: David Wisler.

J. Turbomach 136(2), 021011 (Sep 26, 2013) (9 pages) Paper No: TURBO-13-1003; doi: 10.1115/1.4023940 History: Received January 10, 2013; Revised February 17, 2013

A full thermal experimental assessment of a novel dendritic cooling scheme for high-pressure turbine vanes has been conducted and is presented in this paper, including a comparison to the current state-of-the-art cooling arrangement for these components. The dendritic cooling system consists of cooling holes with multiple internal branches that enhance internal heat transfer and reduce the blowing ratio at hole exit. Three sets of measurements are presented, which describe, first, the local internal heat transfer coefficient of these structures and, secondly, the cooling flow capacity requirements and overall cooling effectiveness of a highly engine-representative dendritic geometry. Full-coverage surface maps of overall cooling effectiveness were acquired for both dendritic and baseline vanes in the Annular Sector Heat Transfer Facility, where scaled near-engine conditions of Mach number, Reynolds number, inlet turbulence intensity, and coolant-to-mainstream pressure ratio (or momentum flux ratio) are achieved. Engine hardware was used, with laser-sintered metal counterparts for the novel cooling geometry (their detailed configuration, design, and manufacture are discussed). The dendritic system will be shown to offer improved overall cooling effectiveness at a reduced cooling mass flow rate due to a more uniform film cooling effectiveness, a decreased tendency for films to lift off in regions of low external cross flow, improved through-wall heat transfer and internal cooling efficiency, increased internal wetted surface area of the cooling holes, and the enhanced turbulence induced in them.

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Fig. 1

Schematic of three circular hole dendritic cooling structures (from Ref. [11])

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Fig. 5

Dendritic cooling system, schematic sketch not to scale, adapted from Ref. [14]

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Fig. 4

NGV cut plane and conventional cooling system, schematic sketch not to scale, adapted from Ref. [14]

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Fig. 3

CFD-simulated pathlines in a 1-2 dendrite at a high Reynolds number and a blowing ratio of 0.3 (from Ref. [11])

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Fig. 2

Internal HTC distributions in a 1-2 dendrite at a range of Reynolds numbers and blowing ratios (from Ref. [11])

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Fig. 7

Experimental measurements and analytical cooling flow capacity curves for the front cooling compartment

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Fig. 6

Photograph of the dendritic LE cooling insert (adapted from Ref. [15])

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Fig. 8

2D unwrapped schematic of the working section of the Annular Sector Heat Transfer Facility

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Fig. 9

2D full-coverage surface map of overall cooling effectiveness for the baseline NGV

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Fig. 12

Contours of the absolute error in ϕ for the IR thermography technique, as a function of T01/T02 and ϕ itself

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Fig. 10

2D full-coverage surface map of overall cooling effectiveness for the dendritic-cooled NGV

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Fig. 11

Midspan distributions of overall cooling effectiveness for the two cooling schemes tested




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