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Research Papers

Effects of Radial Loading Distribution on Partial-Surge-Initiated Instability in a Transonic Axial Flow Compressor

[+] Author and Article Information
Tianyu Pan

Mem. ASME
National Key Laboratory of Science and
Technology on Aero-Engine
Aero-Thermodynamics,
School of Energy and Power Engineering,
Collaborative Innovation Center of
Advanced Aero-Engine,
Beihang University,
37 Xueyuan Road, Haidian District,
Beijing 100191, China
e-mail: pantianyu@buaa.edu.cn

Qiushi Li

National Key Laboratory of
Science and Technology on
Aero-Engine Aero-Thermodynamics,
School of Energy and Power Engineering,
Collaborative Innovation Center of
Advanced Aero-Engine,
Beihang University,
37 Xueyuan Road, Haidian District,
Beijing 100191, China
e-mail: liqs@buaa.edu.cn

Zhiping Li

National Key Laboratory of
Science and Technology on
Aero-Engine Aero-Thermodynamics,
School of Energy and Power Engineering,
Collaborative Innovation Center of
Advanced Aero-Engine,
Beihang University,
37 Xueyuan Road, Haidian District,
Beijing 100191, China
e-mail: leezip@buaa.edu.cn

Yifang Gong

GL-Turbo Compressor Company,
Wuxi 214101, China
e-mail: gong.yifang@gmail.com

1Corresponding author.

Contributed by the International Gas Turbine Institute (IGTI) of ASME for publication in the JOURNAL OF TURBOMACHINERY. Manuscript received March 18, 2016; final manuscript received April 26, 2017; published online June 1, 2017. Editor: Kenneth Hall.

J. Turbomach 139(10), 101010 (Jun 01, 2017) (13 pages) Paper No: TURBO-16-1068; doi: 10.1115/1.4036646 History: Received March 18, 2016; Revised April 26, 2017

Partial surge is a new type of instability inception in the form of axisymmetric low-frequency disturbance located in the hub region and has been observed in transonic axial flow compressors. Previous studies on the evolution of instability in a transonic axial flow compressor at different rotor speeds found that partial surge occurs and leads to full compressor flow instability at high rotor speeds but not at low rotor speeds, and the blade loading at the hub increases with the rotor speed. A hypothesis is first made that the level of blade loading in the hub region could be highly correlated to the occurrence of partial surge. Experiments and numerical simulations are then conducted to test this hypothesis when the radial distribution of blade loading near the stall point is varied by introducing inlet distortion (i.e., alternately mounting specially designed screens at the inlet of the compressor). Both the experimental results of instability evolution and the numerical results of radial distribution of blade loading show that high hub loading near the stall point is the necessary condition for the occurrence of partial surge. In addition, the general effects of radial loading distribution on the type of stall inception are presented and discussed.

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References

Figures

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Fig. 1

Schematic diagram of partial-surge-initiated instability (distribution of the averaged relative Mach number)

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Fig. 2

Instability evolution of partial surge in the time domain (time histories of total pressure in the hub region and static pressure in the rotor-tip region)

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Fig. 3

The relationship between partial surge and rotating-stall cells

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Fig. 4

Radial distributions of diffusion factor for both rotor (a) and stator (b) near the stall point at each rotor speed (Reproduced with permission from Li et al. [19]. Copyright 2015 by Sage Publishing.)

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Fig. 5

Schematic diagram of the rig test facility: 1—AH-20 gas generator, 2—bypass gas throttle, 3—bypass exhaust, 4—gas mixing duct, 5—main exhaust, 6—power turbine, 7—speed increasing gear box, 8—torque meter, 9—outlet nozzle and throttle, 10—transonic test stage, 11—settling chamber, 12—inlet throttle, 13—inlet nozzle, and 14—dust screen

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Fig. 6

Schematic diagram of the longitudinal and cross sections of the compressor showing the layout of the transducers

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Fig. 7

Experimental setups: (a) setup I and (b) setup II

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Fig. 8

Geometrical parameters of a mesh in the screen

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Fig. 9

Calculated and measured compressor performance curves at the tested rotor speeds

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Fig. 10

Calculated and measured radial distribution of total pressure at the stator outlet near the stall point at each tested rotor speed

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Fig. 11

Measured radial distortion profile: (a) at 88% of the design rotor speed and (b) at 65% of the design rotor speed

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Fig. 12

Calculated compressor performance map for all the cases

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Fig. 13

Diffusion factor distribution near the stall point in case 1

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Fig. 14

Calculated and experimental compressor performance curve in all the cases

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Fig. 15

WFT analysis of the data recorded by both B1 (tip region) and C1 (hub region) sensors in case 1: (a) in the rotor-tip region and (b) in the hub region

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Fig. 16

Filtered signals in the time domain in case 1

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Fig. 17

Diffusion factor distribution near the stall point in case 2 and without screen

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Fig. 18

WFT analysis of the data recorded by both B1 (tip region) and C1 (hub region) sensors in case 2: (a) in the rotor-tip region and (b) in the hub region

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Fig. 19

Filtered signals recorded by both B1 (tip region) and C1 (hub region) sensors in the time domain in case 2: (a) in the rotor-tip region and (b) in the hub region

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Fig. 20

Radial distribution of diffusion factor near the stall point in case 3

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Fig. 21

WFT analysis of the data recorded by both B1 (tip region) and C1 (hub region) sensors in case 3: (a) in the rotor-tip region and (b) in the hub region

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Fig. 22

Filtered signals recorded by both B1 (tip region) and C1 (hub region) sensors in the time domain in case 3: (a) in the rotor-tip region and (b) in the hub region

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Fig. 23

Radial distribution of diffusion factor near the stall point in case 4

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Fig. 24

WFT analysis of the data recorded by both B1 (tip region) and C1 (hub region) sensors in case 4: (a) in the rotor-tip region and (b) in the hub region

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Fig. 25

Filtered signals in the time domain in case 4

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Fig. 26

Streamline plots in the meridian and blade-to-blade planes of the stator domain

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