Research Test CenterResearch Test Center((Turaevo, Moscow RegionTuraevo, Moscow Region))
State Scientific CenterState Scientific Center((MoscowMoscow))
CIAM was founded in 1930CIAM was founded in 1930
(Gasdynamic, Strength, Heat Transfer, Combustion, Acoustic)
(Study of different ABE architecture, ABE’s Units & SystemsDesigning, Maintenance of Reliability and Non-failure operation)
(Testing of ABE’s Units & Systems at Real Operational Conditions, Designing ofTest Facilities, Test Equipment, and Measuring Tools)
(Development & Certification of ABE & GTU, Airworthiness,Authorities Regulation, Authorities Documentation Harmonization, …)
Multipurpose transport airplane
Goals andKey contributions
2020Vision
2020SRIA
2035SRIA
2050SRIA
Overall -50% -43% -60% -75%
Airframe energy need (Efficiency) -25% -20% -30%
-68%Propulsion & Power energy need(Efficiency)
-20% -20 % -30%
ATM and Infrastructure -12% -7 % -12% -12%
Non Infrastructure related Airlines Ops -4% -4% -7% -12%
CO2 reduction targets per passenger kilometer and breakdown (CO2 reduction targets per passenger kilometer and breakdown (20002000 ReferenceReference))
Goal2020Vision
2035SRIA
2050SRIA
Aircraft operation -10 dB (= -50%) -11 dB -15 dB (= -65%)
Noise reduction targetsNoise reduction targets
The Advisory Council for Aeronautical Research in Europe (ACARE) identified the newresearch needs for the aeronautics industry, as described in the new Strategic Research and
Innovation Agenda (SRIA – Volume 1), published in September 2012
The perceived noise emissions of flying aircraft should be reduced in 2020 by 50% and in 2050 by 65%
3
Multipurpose transport airplane
Open test facility for fullscale engine testing
(Aviadvigatel,Perm, Russia)
Acoustic, aerodynamic andmechanical testing of full scale
engine requires huge financial andmanufacturing resources – it’s the
task for industry4
Saving financial resources (up to 100 times?)for manufacturing of the fan and compressormodels, scale factor 1÷(3÷5)
Time of the fan and compressor modelmanufacturing is 2÷3 times less in comparisonwith the full scale object
Possibility of quick manufacturing and testingof several fan and compressor models
Acoustic, aerodynamic and mechanical testing of full scale engine requireshuge financial and manufacturing resources – it’s the task for industry
5
Fan PD-14
Scale factorKm»1:2.7
Fan model
Acoustic test facility with anechoicchamber for developmentadvanced fan of differentarchitecture:conventional;counter rotating;geared
6With Turbulence Control Screen
Without Turbulence Control Screen
Full length of shafting » 9 m
7
CIAM has developed a family ofblades with variable sweep forrotor blades of bypass fanmodels on differentcircumferential tip speed:
Booster Tests
С179-2 Utip=390÷400 m/s h*ad»0.92 Z=4 2011-2012
С180-2 Utip=390÷400 m/s h*ad»0.92 Z=3 2011-2012
С178-1 Utip=360÷370 m/s h*ad=0.91 Z=0 2007-2011
С190-2 Utip=315÷320 m/s h*ad»0.92 Z=4 2014-2015
Acoustic and aerodynamic performances study
Study of mechanical propertiesInvestigations of leaned bypass stator behaviourInvestigations of casing treatment of different typesExperimental and numerical study of clocking effects on example of high pressurecompressor
2. C-3A aero-acoustic test facility of CIAM with anechoic chamber
designed for conventional and counter rotating fan model testing –
International experimental laboratory (European projects VITAL, COBRA)
3. Numerical and experimental background8
9
Fan of advanced turbofan engine with hollow blades
Full size engine testing confirmed required mechanicaland aerodynamic parameters of the fan
10
0
0,05
0,1
0,15
0,2
0,25
-0,10 -0,05 0,00 0,05 0,10 0,15 0,20
X, m
Rotor S
`HT=0,235; p*f=1,4; `Са=0,617
h*ad=0,91; U air cor=367 m/s;
Gair cor /F=200 kg/m2;`d1=0,3;q(linlet) » 0,90
Prototype: typical model С-178-1
11
Modified wide chord fan of D-36 engine was designed in CIAMon the following parameters:
UU = 363.9= 363.9 mm//s,s, hh**adad = 0.922= 0.922,, GGff//FFflowflow capacitycapacity = 199= 199 kgkg//ss××mm22
Тех.треб.
Сер. Fc=1.00*Fс н
Шир. Fc=1.10*Fс н
В II
Тех.треб.
Сер. Fc=1.00*Fс н
Шир. Fc=1.10*Fс н
Test results showed that themodified wide chord fan
meets the requirements interms of air flow and
pressure ratio at increasedefficiency values
SpecificationIniMod
SpecificationIniMod
GGcor,cor, kg/skg/s
nncor,cor, RPMRPM500
20 0.05
p*
12
Investigations ofbypass ratio
impact on bypassfan model
(Dinlet=0.7m) andbooster gas
dynamicperformances
Study of the inletflow nonuniformity
(from air intake +cross wind) impact
on bypass fan model(Dinlet=0.7m) and
booster gas dynamicperformances
Investigation ofimpact of casing
treatment installedover booster rotor1
for surge marginincreasing in
conditions of highflow nonuniformity
at the fan inlet
Investigations ofbypass fan model
and boosteracoustic features
at Take off andApproach
Computations of core duct performancesComputations of core duct performances ((33dd НСНС))LPC, including near hub area and booster stagesLPC, including near hub area and booster stages
`n=1.00
`n=0.96
`n=0.88
13
Gf S , kg/s
p*LPC
h*
0.05
0.5
1
14Distortion screen unit for simulation designed radialflow non-uniformity at the stage inlet
Casing treatment of slot type
Rotor of D-67 stage
Objectives:
Drawing of D-67 stage
1. Study of inlet nonuniformity impact on high pressurecompressor stages;
2. Study of casing treatment impact;3. Investigations of aerodynamic performances of stages
with reduced hub diameter
15
DC-67 stage
Comparison of DC-67 stage totalperformances with and without casingtreatment installation
Initial
CT1
CT2
CT3
Challenges in development of high loaded high speed boosterChallenges in development of high loaded high speed booster
G cor, kg/s
0,05
p*
2
16
Constant trend of noise stringency increase with respect to civic aviationarise a need for noise reduction in source and improvement of noisereduction technologies applied to turbofan engine
The acquisition of fan noise quantitative data for evaluation of aircraft noisegenerated by turbofan engine became feasible with the development of theuniversal propulsion simulator UPS. UPS is the scaled model of the turbofanengine fan including air intake, bypass duct and bypass duct jet nozzle
Owing to technological complexity and high prices of experimentalinvestigations on full scale engines, it is reasonable to replace the fullscale engine by its scaled model
Installation UPS inside the anechoic chamber ensured the possibility of all theacoustic fields simultaneous measurements. This point is especially importantin view of interaction between separate components of fan noise reductionsystem
Linear size: 14.5*15.5*5.0 m
Air discharge system for eliminatingvortices and smoothing the flowinside the anechoic chamber
17
Anechoic chamber size (l´w´h) = 14.5´15.5 ´ 5 mFAN tip diameter Din= 560 mm(22”)Total pressure ratio pв= 1.7By-pass ratio m £ 15Air temperature and pressure at the fan inlet –ISA
Fan airflow Gair= 60 kg/sCore airflow Gin = 7 kg/sR1 shaft max speed n1 = 13000 rpmR2 shaft max speed n2 = 13000 rpmR1 shaft max power – 3.0 МWR2 shaft max power – 3.0 МWNumber channels foracoustic measurements – 24
Main parameters
5 m
18
CRTF1Project of Snecma,France & CIAM
CRTF2bProject of DLR,Germany
SRFProject of Snecma,France
CRTF2аProject of CIAM
19
20
Objective: determination of acceptablelevel of non uniformity in fan air intake
Grid for inlet flow non uniformity simulation
Equivalent pressure non uniformity inEquivalent pressure non uniformity innumerical schemenumerical scheme
Experimental support of subsonic and supersonicaerodynamic and aeromechanic airfoil development for
advanced aircraft engines
Obtaining experimental data for CFD methodsverification and progress in acoustic studies
Investigations of steady and unsteady interaction of CRFrows and its impact on noise, performances and operability
21
10°
20°
30°
40°45°
50°55°
60°
75°
70° 80°
65° 85°
90° 90° 100°110°
150°
140°
130°120°
115°125°
135°
R 4 m R 4 m
100° /80°
CRTF1 mock-up was tested in different configurations (hard wall configuration, treated wallconfiguration). System of noise reduction was installed in air intake and in bypass channel of fan.Comparison of measured noise levels showed that noise reduction system has an acoustic effect
5¸6 dB corresponding to narrow-band noise and 5¸12 dB corresponding to fan tonal noise
TCS installing has reducedtonal noise on 8¸10 dB
Brüel&Kjær
22
23
0 2000 4000 6000 8000 10000
Soun
d Pr
essu
re L
evel
, dB
Frequency, Hz
f2 f1+f2
2(f1+f2)f2f1 2f22f1
f1+2f22f1+f24f1+f2
3f1 4f1 5f16f1
3f24f2
5f2 6f2
3(f1+f2)3f1+2f2)
3f1+f2
5 dB
Direction-averaged narrowband spectra of counterrotating fan model CRTF1 at Runway mode
It should be noted, that at Runway modetones at BPF and its harmonics mf1 and
nf2 (m > 0 and n > 0) proved to berelatively lower than components at
combination frequencies f = mf1 + nf2(m > 0 and n > 0).
0 2000 4000 6000 8000 10000
Soun
d pr
essu
re le
vel,
dB
Frequency, Hz
f2
f1+f2
2(f1+f2)
3(f1+f2)f1
3f1+f2
3f22f1
2f1+f2
4f1+f23f1+2f2)
5f1+2f2)
4f1+3f2)
4f14f2
Direction-averaged narrowband spectra of counterrotating fan model CRTF1 at Flyover mode (w/o hush kit
installation)
0 2000 4000 6000 8000 10000
Noi
se le
vel,
dB
Frequency, Hz
f23f2
f1
f1+f2 2f1+f2
3(f1+f2)
2(f1+f2)
3f1+2f2)
4f1+2f2
4f1+3f2
8f2
f34f1
5dB
Direction-averaged narrowband spectra of counterrotating fan model CRTF1 at Approach mode
Ducted counter-rotating fan CRF1.Approach conditions
Real part of static pressurepulsations in the inlet(f = 2F1+2F2, m = -6)
Comparison between three directivitydiagrams obtained in the computationand in the experiment
Model counter-rotating fan(Field of steady static pressure on theblades and the case)
Unsteady field of staticpressure in the stage
CRTF
1
CRTF
2a
CRTF
2b
SRF
CRTF1Hush kit
10 EPNdB
25
1. According to CIAM interpretation of test results the single rotor fan (SRF) modelgenerates noise, higher than of the CRTF1 model on 10 EPNdB.
2. Tests discovered that CRTF2a counter rotating fan model with thickenedcomposite blades generates noise, higher than of the CRTF1 model. Comparison ofthese fans noise spectra at the same modes showed, that broadband noise of fanmodel with thickened composite blades was higher than of the model with thintitanium blades on 2…3 dB.3. It is expected that the real estimation of SRF, CRTF1 and CRTF2a fan modelsnoise lies between Snecma and CIAM assessment.
Tests of different rotor spacing, blade shapes, loading radial distribution and blade number (10x14 and 9x11);+2.5 point efficiency benefit versus 2000 SoA reference single fan
CIAM evaluationof VITAL results
26
The configurations of stator with blades leanedin direction of rotor rotation
Two configurations of leanedstator. Which one is better?The configuration of stator
with blades leaned indirection of rotor rotation or
in the opposite direction?
Universal propulsion simulatorUniversal propulsion simulatorUPSUPS on base ofon base of С180С180--22 bypassbypass
fan modelfan model
The configuration of stator with blades leaned indirection opposite to the rotor rotation
27
100 1000 10000
Soun
d Pr
essu
re L
evel
, dB
Frequency, Hz
2 dB
in direction of rotor rotation
in the opposite direction
Approach mode. Rear hemisphere. 120°
28
Scheme of acousticliners installation
Numerical integration of 3D steady Reynolds equations with differential turbulence model. Use of adaptive grids andspecific methodologies of parameters averaging in blade-to-blade channel
Numerical integration of 3D unsteady Reynolds equations with differential turbulence model. Use of adaptive gridsand schemes of enhanced accuracy for description of flow fields and bladed rows interaction
Profiling is performing on base of Reynolds equations with Baldwin-Lomax turbulence model solution and specifiedloading on blade surface
Numerical simulation of acoustic pulsations on base of oscillating sources and computation of acoustic wavepropagation in front and rear hemispheres. Definition of acoustic response of bladed rows interaction
29
30
Achievements in design and refinement of modern compressors withtransonic stages at the inlet – taking into account and controlunsteady interaction between bladed rows
Achievements in design and refinement of modern compressors withtransonic stages at the inlet – taking into account and controlunsteady interaction between bladed rows
The most typical patterns:- Interaction between IGV blades and detached shock wave from theRotor 1.There are experimental results when due to the strong interaction betweenIGV and R1 blades the test team failed to reach the design mode or the HPCparameters turned out to be significantly worse than the designed ones:DGcor » -(8÷10)%, Dp*~ -(5÷8)%, Dh*
ad~ -(3÷5)%
The most typical patterns:- Interaction between IGV blades and detached shock wave from theRotor 1.There are experimental results when due to the strong interaction betweenIGV and R1 blades the test team failed to reach the design mode or the HPCparameters turned out to be significantly worse than the designed ones:DGcor » -(8÷10)%, Dp*~ -(5÷8)%, Dh*
ad~ -(3÷5)%
The most easy way to control such interaction in order toreduce the gas dynamic losses at the HPC inlet – increasing axialclearance between IGV and R1
The most easy way to control such interaction in order toreduce the gas dynamic losses at the HPC inlet – increasing axialclearance between IGV and R1
Mach number flow field in system of absolute coordinates
“mixing plane”Unsteady interaction
stator-rotor-stator
31
1. Initial and modified IGV was investigated.2. Three positions of IGV were considered.3. Pulsation levels of aerodynamic loading on IGV blades were investigated.4. Pulsations of aerodynamic force on IGV blade were reduced on 1.75 times
Static pressure contours-0.014
-0.013
-0.012
-0.011
-0.01
-0.009
-0.008
-0.007
-0.006
-0.005
-0.0044 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 5
time non-dim.
Mx
- ло
патк
а ВН
А
исходный V0 исходный V1 исходный V2 модифицированный
Pulsation of torque on IGV blade
32
10
15
20
25
30
0,9 0,92 0,94 0,96 0,98 1
DSM, %
ncorr
initial clearancereduced clearance
33
Mach number distribution infirst three stages at tip
detached shock wave
shock wave is located inside the R1
Air bypassing
Air bypassing 5%
adjustable clearanceΔ=0.4mm
Without control
System of radialclearance control
33
34
Unsteady interaction between rotor and IGV:Another technique for reducing losses and improving theflow at the HPC inlet – shifting detached shock wave insidethe R1 blade-to-blade channel at the same level of R1aerodynamic load avoiding the mismatching of the HPC rows
Unsteady interaction between rotor and IGV:Another technique for reducing losses and improving theflow at the HPC inlet – shifting detached shock wave insidethe R1 blade-to-blade channel at the same level of R1aerodynamic load avoiding the mismatching of the HPC rows
3D inverse problem – effective tool for R1 profilemodification, simultaneously shifting detached shock waveinside the R1 blade-to-blade channel keeping the same levelof R1 aerodynamic load
3D inverse problem – effective tool for R1 profilemodification, simultaneously shifting detached shock waveinside the R1 blade-to-blade channel keeping the same levelof R1 aerodynamic load
Initial load
Tip
The mode with thedetached shock
wave at the inlet
Suction surface ofblade
Hub
The mode with theshock wave inside
blade-to-blade channel
Tip
max loadingmax loading
max loadingmax loading
Surface flow on tipsection
35
Modified load
Pressure side
Suction side
Pressure side
Suction side
X X
Static pressureStatic pressure
36
Section 19% of blade height Section 60% of blade height Section 98% of blade height
InitialModified
Static pressure
Suction side
XXX
Pressure sidePS PS
SSSS
37
p*=2.48; `Нт=0.538; h*ad=0.88; Uc=428 m/s
p*=1.52; `Нт=0.404; h*ad=0.875; Uc=327 m/s
p*=1.38; `Нт=0.372; h*ad=0.85; Uc=298 m/s
Main challenge in development of new generation high loaded HPC(at increasing average aerodynamic loading on 20% and more) isproviding required surge margin and efficiency.CIAM made a decision to developed a family of typical high loadedcompressor stages for new generation HPC:
Stage design parametersStage design parameters:: Uc cor=428 m/s, `С1а=0.423, `НТ=0.538, h*ad=0.88, Gcor=17.6 kg/s
Gв.пр. кг/с
h*ad
Rotor of K-11 stage Stator of K-11 stagePerformances of K-11 stage
Experimental issuesExperimental issues:: 1. Manufacturing of IGV casing with number of blades ZIGV=34 (instead of 45);2. Providing stator circumferential positioning;3. Equipment of the stage by pressure pulsation sensors;4. Providing acceptable level of vibrations at test rig UV-11 38
design point
Gв.пр. кг/с
p*ст
n=1 0° 0°n=1 +4° +2°Расч. точкаn=1 +8° +2°
Gcor kg/s
Gcor kg/s
design point
1
0.02
0.05
39
High pressure compressor
Number of stage 7Circumferential speed 409 m/s
Objectives of the study:
ØState-of-the-art in HPC design checkoutØVerification of analysis methodologies
(gas dynamics, heat and strength)Ø Radial clearance control and adjustmentØ Simulation of flight cycleØ Confirmation of life time according to specificationØ HPC design optimizationØMeasurement and control system integration
Test facility
Nozzles for airinjection
Airbypassing
Casing blow-off
Loop scheme of radialclearance control
40
D-66 stage rotorD-70 stage rotor
UK-3 test rig
UK-3 test rig parameters :
1 – air well, 2 – filter, 3 - metering collector, 4 – dampingchamber, 5 –test stage, 6 – axis-radial diffuser, 7 – balance
booster, 8 - electric motor, 9 – ring choker, 10 - torsion
Power capacity of electricdrive (rotational speed)
[kW]
Test object maximal rotationalspeed
[RPM]
Maximal air flow rate(under standard conditions)
[kg/s]1000 (1500) 30 000 26
Number of pressuremeasurement channels
Number oftemperature
measurement channels
Number of frequencymeasurement channels
Device for torquemeasurement
160 96 5 Torsiontorque meter
41
Стенд УВ-11
Rotor of К-11 stage
Rotor of А1 stage
UV-11 test rig parameters:Power capacity of electric
drive (rotational speed)[kW]
Test object maximal rotationalspeed
[RPM]
Maximal air flow rate(under standard conditions)
[kg/s]1500 (3000) 60 000 25
Number of pressuremeasurement channels
Number oftemperature
measurement channels
Number of frequencymeasurement channels
Device for torquemeasurement
160 96 3 Speed increaser withforce-measuring sensor