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2009
INDIVIDUAL FINAL REPORT
OPTIMIZATION AND DESIGN OF A
COMPRESSOR
SANBUENAVENTURA UNIVERSITY
FACULTY OF ENGINEERING
PROGRAM OF AERONAUTICS
BOGOTA
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OPTIMIZATION AND DESIGN OF A COMPRESSOR
INDIVIDUAL FINAL REPORT
AERODYNAMICS ENGINEER
RAFAEL MAURICIO URIBE NIÑO
20061171036
PHD FERNANDO COLMENARES
CRANFIELD UNIVERSITY
SAN BUENAVENTURA UIVERSITY
FACULTY OF ENGINEERING
PROGRAM OF AERONAUTICSBOGOTA
2009
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TABLE OF CONTENTS
NAME. PAG.
Introduction __________________________________________ 6
1. ABSTRAC__________________________________________ 7
2. Exposition of the problem ____________________________ 8
2.1 Precedents_____________________________ 8
2.2 Description and formulationof the problem__________________________ 9
2.3 Justification____________________________ 10
2.4 Aims________________________________________ 11
2.4.1 General aim___________________________ 11
2.4.2 Specific aims__________________________ 11
2.5 Scopes and limitations_________________________ 12
2.5.1 Scopes________________________________ 12
2.5.2 Limitations____________________________ 12
2.6 Methodology____________________________ 13
3. Theoretical investigation_______________________________ 14
3.1Basic turbojet – definition____________________ 14
3.2 Axial compressor – definition_________________ 15
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3.3 Aerodynamics – definition___________________ 16
4. Aerodynamic theory__________________________________ 174.1 Velocity triangle_________________________ 17
4.2 Incidence angle__________________________ 19
4.3 Boundary layer__________________________ 20
5. Engineering development______________________________ 21
5.1 Generation of the airfoil __________________ 21
5.2. Generation of the mesh__________________ 24
5.3. Simulation in cfd-fluent__________________ 26
5.4 Results obtained_________________________ 32
6. Analysis of results ____________________________________ 39
6.1 Pressures_______________________________ 39
6.2 Velocities_______________________________ 39
7. Conclusions__________________________________________ 41
8. Future Work_________________________________________ 43
9. Bibliography_________________________________________ 44
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INTRODUCTION
Across the years the human being has looked for the way of designing methods thatfacilitate the accomplishment of the different tasks that the daily life demands, is of this
form as the engineering has been present in the different evolutionary stages of the society
contributing solutions and creating facilities in the accomplishment of works.
The development of engineering is kept in the measure that designs and constructions,
empirical or real they develop across the time, the emergence of new tools or that allows the
optimization of the already existing ones is the dynamics that carries the development of the
society.
To contribute to the solution of such problems of engineering it is necessary to acquire
such skills as the explicit knowledge of the field that one is going to work, this needs that it
is investigated, analyze, argue and understand appropriately due to the fact that hereby
they take advantage of the diverse resources realizing effective procedures.
The present project has as aim realize an appropriate analysis of a turbo jet, in order that
with help of more sophisticated tools it could optimize the proposed information and obtainan appropriate design of the compressor, specifically, hereby give solution to the demand of
the client who is to reduce the specific fuel consumption S.F.C. It is for it that will carry
out the different steps in a design to culminate with the construction and proof of the
mechanism, in order to realize a project confronting all the real variables that in a future,
in the performance as engineers, we must confront.
The formless present contains the first steps of the investigation, bearing in mind that is
based on royal values of the current industry, in addition the respective analysis apologized
to the different demonstrations that help to find mistakes in the considerations of the
different systems in which the phenomena were studied. That for this case is the
aerodynamic phenomena that influence the design of the already renowned compressor.
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1. ABSTRAC
The following work contains a series of compilation of information and graphs of simulations that were done in order to explain a phenomenon that consists in to optimize an already existing component to develop capacities for the design for computer and the analysis of different factors, the following pages one is going to treat the topic of improving a component of the compressor to optimize the specific fuel consumption.
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2. EXPOSITION OF THE PROBLEM
2.1 PRECEDENTS
The development of the present project has the advantage of presenting several national
precedents, inside San Buenaventura University. The process that is carried out has been
realized in repeated opportunities as documents of thesis in the different years, with
different or wider approaches.
The proofs that are near to the investigations researches that were named previously are the
documents realized by students of posterior semesters who leave us of general form a guide
on whom we can base our research also.
Besides the fact that also they possess a wide range of references of texts from which we can
extract a series of ideas that were helping us to carry out our project.
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2.2 DESCRIPTION AND FORMULATION OF THE PROBLEM
Which are the parameters and procedures that follow for the design and construction of acompressor to achieve a decrease of the specific fuel consumption?
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2.3 JUSTIFICATION
The present work is realized in order to acquire skills and aptitudes in the design and theconstruction of engines, is of great interest since, for the authors due to the fact that hereby
there is acquired innovative and own knowledge of the work camp, as well as also for future
students who are interested in these subject matters and across an excellent work they
could acquire a guide for the accomplishment of the own one.
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2.4 AIMS
2.4.1 GENERAL AIM
To effect the optimization and the preliminary design of all the stages of a
compressor to obtain a low specific consumption of fuel.
2.4.2 SPECIFIC AIMS
Know and to apply all the mathematical models who concern theaerodynamics of the blades of the compressor and in general the whole
compressor. Demonstrate that with changes in different physical phenomena during the
compression of the air in each of the stages of the compressor it is possible to
reduce the specific fuel consumption. Investigate fundamental factors of functioning in the current industry,
hereby to base the design on real applications to generate a useful projectthat contributes great knowledge and experience in the formation as
professionals.
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2.5 SCOPES AND LIMITATIONS
2.5.1 SCOPES
The maximum scope of the present project is that in the simulation in CFD of the
prototype. The results that throw the iterations are coherent with what we calculate.
2.5.2 LIMITATIONS ( The limitations these of the project given as for)
The interpretation of mathematical models depends on the author of the text, this
does difficultly to understand if we relate several texts between them. The theory that exists is not adapted in relation to which the students we do not
understand many of the terms named in the texts for it the comprehension and the
good understanding of the theory takes very much more time of the one that is had
planned.
Availability of equipments since they possess few areas of work for the simulation.
Rather the university does not possess the sufficient licenses of the program CFD in
order that we all could work calm. It does not exist a technical support that could give us support with doubts that we
have brings over of the program CFD.
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2.6 METHODOLOGY
To follow a correct methodology we must continue a few specific conditions, since it is togather the precise information that defines us since we are going to work from the
beginning, also to obtain all the mathematical models in order to realize all the pertinent
calculations for the due process of design, and finally to look for the tutorials of the
programs to working in order that in the moment to effect the simulations there could be
obtained the results that get accommodated more to the reality of the calculated previously
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3. THEORETICAL INVESTIGATION
3.1 BASIC TURBOJET – DEFINITION.
It is called basic turbo-jet, simple turbo-jet or pure turbo-jet, to the system motorcyclepropellent constituted by a gas generator with the attachment of a bulging tewel and acompressor, which canalizes and communicates a sensitively axial direction to the gasesproceeding from the generator.
The part engine of the basic turbo-jet is the gas generator; the organ propellent of thesystem is the turbine and the tewel, which transforms the work produced by the generatorin kinetic energy of the jet of exit .1
FIG 1. SCHEME OF A BASIC TURBO-JET
En:Image:FAA-8083-3A Fig 14-1.PNG
_________________________________________________________________________
1. OÑATE, Antonio Esteban. Turborreactores, teoría, sistemas y propulsión de aviones. Madrid, 1981.Pag62
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3.2 AXIAL COMPRESSOR – DEFINITION
The air in an axial compressor, flows in the direction of the axis of the compressor across aseries of mobile blades or blades of the rotor connected to the axis by means of a disc and aseries of fixed blades or blades of the stator connected to the chamber of the compressor andconcentric to the axis of rotation. Every set of mobile blades and fixed blades form a stage ofthe compressor.
The air is taken by the set of mobile blades and stimulated backward in sense axial anddedicated to the set of fixed blades with a major speed. The fixed blades or blades of thestator act as diffuser in every stage, transforming the kinetic energy of the air into potentialenergy in the shape of pressure and in turn, give to the flow the angle adapted to enter the
mobile blades of the following stage
Every stage of an axial compressor produces a small increase in the pressure of the air,values that rarely overcome relations of 1.1:1 to 1.2:1. A major increase of pressure in anaxial compressor is achieved installing several stages, appearing a reduction in thetransverse section as the air is compressed. 2
FIG 2. AXIAL COMPRESSOR
https://reader010.{domain}/reader010/html5/0530/5b0dd3f7c0466/5b0dd400b67e9.jpg
__________________________________________________________________
2. http://www.uamerica.edu.co/tutorial/4turgas_text3_1.htm
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3.3 AERODYNAMICS – DEFINITION
Aerodynamics is the way air moves around things. The rules of aerodynamics explain howan airplane is able to fly. Anything that moves through air reacts to aerodynamics. A rocket
blasting off the launch pad and a kite in the sky react to aerodynamics. Aerodynamics even
acts on cars, since air flows around cars
Aerodynamics is the study of forces and the resulting motion of objects through the air.
Judging from the story of Daedalus and Icarus, humans have been interested in
aerodynamics and flying for thousands of years, although flying in a heavier than air
machine has been possible only in the last hundred years. Aerodynamics affects the motion
of a large airliner, a model rocket, or a kite flying high overhead.
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4. AERODYNAMIC THEORY
The most important thing and what it is necessary to bear more in mind for the study of theaerodynamics in the compressors and especially in the blades of every stage of the
compressor it is the velocity triangle.
4.1 VELOCITY TRIANGLE
Some of the most important topics in what it has to see with the study of the aerodynamics it is the
speed triangle since with this triangle and knowing the values of the absolute speed of the air, the
relative speed of the fluid with regard to the rotor of the compressor and the linear speed of the rotor
I can calculate all the factors that alter the efficiency of the blade of the compressor, as them it are:
- Aerodynamic load in the blade.
- Incident angle of the air.
- Press in the blade, and it allows me to determine in that moment is going to happen a source or in
that moment is going to arise a source.
FIG 3. VELOCITY TRIANGLE FOR A SINGLE STAGE
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Assuming that C a = Ca1 = Ca2 two basic equations follow immediately from the geometry of
the velocity triangles. These are:
= tan + t an
= tan + t an
By considering the change in angular momentum of the air in passing through the rotor,
the following expression for the power input to the stage can be deduce:
= ( − )
Where and are the tangential components of fluid velocity before and after the
rotor. This expression can be put in terms of the axial velocity and air angles to give:
= (tan −tan )
It is more useful, however, to express the power in terms of the rotor blade air angles,
and . It can readily be seen that ( tan −tan ) = ( tan −tan ) . Thus thepower input is given by:
= ( tan −tan )
This input energy will be absorbed usefully in raising the pressure of the air and wastefully
in overcoming various frictional losses. But regardless of the losses, or in other words of the
efficiency of compression, the whole of this input will reveal itself as a rise in stagnation
temperature of the air. The stagnation temperature rise in the stage, ∆ is given by:
∆ = − = − = (tan −tan )
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The pressure rise obtained will be strongly dependent on the efficiency of the compression
process, denoting the isentropic efficiency of the stage by , where:
= ( − )/ ( − ) , the stage pressure ratio then given by 3:
= = 1 + ∆ ( )
4.2 INCIDENCE ANGLE
The angle of incident is basic since this one incurs directly the relation of pressure of thecompressor and for that this also related on the cap borders of the blade.
For this there is looked that the diffuser is as efficient as possible in order that a high
pressure supports in the compressor a limited part of the diffuser.
FIG 4. BLADE SPACING AND VELOCITY DI STRIBUTION THROUGH PASSAGE
_______________________________________________________________________________
3. SARAVANAMUTTOO, Hih. Gas Turbine Theory. Edition 4.United Kingdom, 1996.Pag 158-159
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4.3 BOUNDARY LAYER
The boundary layers they are the last caps of the fluid in this case the air that passes for a cap of
material of the blade, this cap can be laminate or turbulent depending on the speed of the same one
and of the form of the airfoil for this which passing.
For our case the boundary layer is studied to analyze the speed variation in the zone of contact
between a fluid and an obstacle that one finds in his bosom or for the one that move 4.
FIG 5 BEHAVI OR OF THE FLOWN WI TH DI FFERENT GEOM ETRIES
http://1.bp.blogspot.com/_QcPSRUCyrgg/R9CPGDpGu5I/AAAAAAAAA6Y/SGmh0ql9s74/s1600/585px-
________________________________________________________________________________
4. http://es.wikipedia.org/wiki/Capa_limite
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FIG 6. BEHAI VOR OF THE FLOW WI TH A SPECIFIC GEOMETRY
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5. EGENEERING DEVELOPMENT
5.1 GENERATION OF THE AIRFOIL
After the engineer of design to delivered the information of the airfoil and the coordinates of
the airfoil under a degree zero, it prepares to create the new airfoil, this time with the angles
of entry of angered and with the information as the chord and the pertinent pitch.
FIG 7. THE FIRST AIRFOI L WI THOUT ANGLE OF INCIDENT
Having this already made airfoil one proceeds to define the airfoil according to the angle of
incident that is had, there does by means of the subtraction of alpha 2 between alpha 1 and
following this it does a series of operations multiplying this remaining angle by the cosines
and the sins of each one of the elements of the coordinates.
FIG 8. UP. AIRFOI L WITH ANGLE OF SANE INCIDENT AND PI TCH DOWN AIRFOI L WITH ANGLE OF INCIDENT
-0.1
0
0.1
0 0.2 0.4 0.6 0.8 1 1.2
AIRFOIL WITHOUT ANGLE
Series1
-0.005
0
0.005
0.01
0.015
0.02
0.025
0.03
0.035
0 0.002 0.004 0.006 0.008 0.01 0.012 0.014 0.016 0.018
DIFFERENCES BETWEEN THE AIRFOILS
Series1
Series2
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And finally the airfoil is created by the one that one is going to work to create the meshing.
FIG 9. AIRLFOI L WI TH ANGLE OF INCIDENCE, PITCH AND ADAPTED CHORD
When the airfoil is had already created one proceeds to realize another airfoil but in this one
already the pitch comes included, after it is created a cut is realized in the extrados and in
the intrados of both airfoils in such a way that the following figure is obtained
FIG 10 FINALLY AIRFOI L TO EXPORT TO GAMBIT
0.025
0.0255
0.026
0.0265
0.027
0.0275
0.028
0.0285
0.029
0 0.002 0.004 0.006 0.008 0.01 0.012 0.014 0.016 0.018
FINALLY AIRFOIL
Series1
0.025524727
-0.04
-0.02
0
0.02
0.04
0.06
0.08
-0.04 -0.02 0 0.02 0.04 0.06
FINALLY AIRFOIL WITH BOUNDARY CONDITIONS
Series1
Series2
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5.2. GENERATION OF THE MESH
For the generation and the mesh it is necessary firstly that everything to establish a fewconditions of border for the airfoil this does that the mesh has a definite geometry and in the
moment to simulate in fluent the flown one to flow where we stipulate that it was flowing.
5.2.1. Already having the coordinates of the airfoil waterfall and the conditions of border
one proceeds to realize the mesh for the above mentioned object. The first thing that is done
is to define the initiate, the center and the exit of the system this procedure is realized in
gambit by means of lines and faces.
FIG 11. BOUNDARY CONDI TION FOR THE AIRFOIL
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5.2.2. Followed to this there are defined the faces that they are going to work and one
proceeds to realize the set of meshes. In this step it is important to define the number of
nodes for the meshes since this defines since is going to be of the perfect above mentioned
mesh.
FIG 12. SET OF MESHES FOR THE AIRFOIL
5.2.3. Finally we save the airfoil already with the set of meshes in a format .msh in orderthat this way the program fluent could read it.
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5.3. SIMULATION IN CFD-FLUENT
5.3.1.The first thing that we do in fluent is to import the set of meshes of the airfoil and toexecute a checkup to determine that erroneous fact had not stayed in gambit.
5.3.2. Followed to this we enter to the option solver which provides a series of options to us
for our case the option in that more we were interested it names green-gauss node-based
that on the basis of a mathematical model it determines and considers the nodose values to
calculate the gradient.
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5.3.3. To continue with the simulation we determine the model of viscosity that we want to
use, in this case the model of viscosity uses k-epsilon. That specifies that in these conditions
there are used a turbulent flow and all the variables is calculated on the basis of this model.
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5.3.4. The following step that is realized in the process of simulation is to check that the
scale that is used by us to realize the meshes in gambit be the same to realize the simulation
in fluent for this one proceeds to realize the correct adjustment of the scales.
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5.3.5. Followed determining the scale of the simulation define the parameters of entry of the
system as it is the speed at the entry and the cosine and the sine of the angle of incident.
This allows us to direct the air flow that passes for the entry and throbs with the blades.
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5.3.6. The following step that we must realize is of determining that in the moment of
iterates the result of these iterations of as a graph and not only as information.
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5.3.7. Finally there is defined the number of iterations and the interval of reports. This is
realized for unstable calculations that there use mathematical specific and unstable models,
with this number the number of passages of time will be specified, since every iteration will
be a passage of time. And the interval of reports puts the number of the iterations that will
pass before the screen of convergence and these will be able to be seen in the shape of
information and graphs.
5.3.8. And already to finish the last thing that is realized are the respective graphs to:
- Static pressure
- Dynamic pressure
- Total pressure
- Velocity magnitude
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- Velocity vectors
and the XY plot of:
- Velocity magnitude
- Total pressure.
5.4 RESULTS OBTAINED
FIG 13. STATIC PRESSURE
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FIG 14. DYNAMIC PRESS URE
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FIG 15. TOTAL PRESSURE
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FIG 16. VELOCITY MAGNITUDE
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FIG 17 VELOCITY VECTORS
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FIG 18. XY PLOT VELOCITY MAGNITUDE
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FIG 19. XY PLOT TOTAL PRESSURE
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the simulation and continued to this the speed increases and diminishes gradually up to
finding a curve sinusoidal.
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7. CONCLUSIONS
The first thing that I conclude after realizing the simulation is that the results of the
above mentioned simulation did not converge as it was planned since to many of the
variables that affect the work his obtained results were different from those who
thought to be obtained.
Another conclusion that it is possible to say on the simulation is that the points of
stagnation can avoid if the pitch number is corrected since this one influences
directly the geometry of the blade and of the whole system.
It is possible to come to improve the simulation if from the beginning the
mathematical model can change in order that the behavior of the air flow is differentin this case the model might have thought of Spalart-Allmaras.
In principle the fact of simulating in fluent is a great step for us due to the fact that
it had never been done of this form and neither for a airfoil of a compressor as
specifies case.
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The most important conclusion is that in this work it was possible to compile all the
information and the equations and the mathematical models who met during the
semesters and classes of previous engines to put in practice and to solve cases of the
common one as it is an optimization of something that already this done.
This work not only serves with the specifications of engines if not with everything
what has reference with the aeronautical area and his applications to the industry,
this work also serves to demonstrate that an analysis of this type it is possible to do
with the tools that are had to the scope independently of the obtained results.
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8. FUTURE WORK
For a future work it is possible to try to change the number of pitch and the speed of
entry to improve the properties of the system with this can eliminate the point of
stagnation.
For a future work we can improve the line of camber of the airfoil with this the
characteristics the airfoil would be better to the moment of qe the flow of the air
passes for the airfoil
For a future work it is possible to improve the conditions of the simulation if more
experience was had by the mathematical models who there appear this in order to
improve the results thrown for fluent.
And finally for a future work it is possible to choose several coordinates of airfoils to
be able to have one ideal of which it is the best airfoil and with this to be able to
choose the best for applied in the mission of the project and obtain better results
even more of the awaited ones
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9. BIBLIOGRAPHY
BOOKS
- OÑATE. Antonio Esteban. Turborreactores, teoría, sistemas y propulsión deaviones. Madrid, 1981.Pag62.
- SARAVANAMUTTOO, Hih. Gas Turbine Theory. Edition 4.United Kingdom,1996.Pag 158-159.
- STECKIN, B.S. Teoría de los motores de reacción: Procesos y características.Madrid: Dossat, 1964
- NORMAS ICONTEC 1486, 2005
WEBS
- Http://www.faa.gov
- Http://www.uamerica.edu.co
- Http://www.fluidos.eia.edu.co
- Http://www.wikipedia.es
- Http://www.Fluent.Inc\fluent6.3.26\help\html\ug\node1354.htm