InTech-Unsteady Flows in Turbines

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4 Unsteady Flows in Turbines Lei Qi and Zhengping Zou Beihang University China 1. Introduction In order to satisfy the growing requirements of high performance aircraft, especially the civil aircraft, for increasing the economy, safety and environment protection, etc., it is imperative to understand the noise generation and control. Engine noise is one of the most important sources of aircraft noise. The main sources of noise in a high-by-pass turb
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  4 Unsteady Flows in Turbines Lei Qi and Zhengping Zou Beihang University China 1. Introduction In order to satisfy the growing requirements of high performance aircraft, especially the civil aircraft, for increasing the economy, safety and environment protection, etc., it is imperative to understand the noise generation and control. Engine noise is one of the most important sources of aircraft noise. The main sources of noise in a high-by-pass turbofan engine, which is widely used in modern civil transport, include fan/compressor noise, combustion noise, turbine noise and jet noise. The periodic relative motion of the adjacent rows of blades is the essence of turbomachinery as used in aero engine. Fans, compressors and turbines each can generate significant tonal and broadband noise. The generation mechanisms of the noise include inlet distortion, wakes, potential interaction, tip leakage vortex, shock waves, separation flow, and so on. The interactions between rotating and stationary blade rows can cause unsteady aerodynamic force on blade surface, and thus cause the blade-passing-frequency tonal noise. And the broadband noise is generated by the interaction of the blades with random turbulence in boundary layers, wakes, vortex shedding, separation flow, etc. In turbomachinery, the interaction noise is sensitive to axial spacing between rotor and stator and choice of blade counts. Research indicates that increasing the axial spacing between rotors and stators or choosing appropriate blade number can effectively reduce the interaction noise (Crigler & Copeland, 1965; Benzakein, 1972; Tyler & Sofrin, 1962; Duncan et al., 1975). Besides, changing the phase distribution of rotor-stator interaction or using three-dimensional blade design can both reduce the interaction tonal noise in turbomachinery (Nemec, 1967; Schaub & Krishnappa, 1977; Mellin & Sovran, 1970; Suzuki & Kanemitsu, 1971). Therefore, one of the most significant contributions to the gas turbine engine noise is due to the unsteady interactions in turbomachinery. An in-depth understanding of the unsteady flow mechanism is crucial for the effective control and reduction of the engine noise, which is especially important for the development of high performance aircraft engine. The aim of this chapter is to briefly introduce an overview of the published work about the unsteady flow in turbomachines. With a brief discussion of the basic concepts and characteristic parameters of unsteady flow, the chapter focuses on the primary unsteady flow phenomena in turbine components, including in low-pressure turbines and in high-pressure turbines. This chapter also discusses briefly the numerical methods that are applied to unsteady flow in turbomachinery. It is important to note that the contents are mainly based on the knowledge and experience of the authors. No attempt of a comprehensive overview is intended. www.intechopen.com   Noise Control, Reduction and Cancellation Solutions in Engineering 72 1.1 Turbomachinery flows Turbomachinery flows are among the most complex flows encountered in fluid dynamic practice (Lakshminarayana, 1991). The complexity is mainly reflected in the following areas (Chen, 1989): (1) Various forms of secondary flow caused by viscosity and complex geometry, which is dominated by vortex flows: passage, leakage, corner, trailing, horseshoe and scraping vortices, etc. These form three-dimensional and rotational nature of the flow. (2) Inherent unsteadiness due to the relative motion of rotor and stator blade rows in a multi stage environment. (3) The flow pattern in the near-wall region includes: laminar, transitional and turbulent flows; besides separated flows are often exist. (4) The flow may be incompressible, subsonic, transonic or supersonic; some turbomachinery flows include all these flow regimes. (5) Due to the limitation of flow space, there are strong interactions of the solid wall surfaces with above complicated phenomena. Besides, in gas turbines, the use of cooling gas makes the flow more complex. 1.2 Unsteady flow phenomena in turbines Flow in turbine blade rows is highly unsteady because of the periodically encountered flow distortions generated by the upstream and downstream blade rows. This unsteadiness has important consequences for the turbine stage efficiency, blade loading, mechanical fatigue due to blade flutter, heat transfer issues, thermal fatigue and noise generation. The induced unsteady flow depends on the scale of the disturbances. Usually in turbomachinery it includes two meanings (Xu, 1989): The first is the instability of the flow field. Such as the rotating stall, surge, flutter and flow distortion, etc, which must be avoided in design. The second is the inherent unsteadiness mainly due to the relative motion of rotor/stator blade rows in a multistage environment. These form unsteady characteristics with broad spectrum, as shown in Fig. 1. In this chapter the discussion will focus on the second category unsteady flows. The main generating factors of these unsteady flows can be classified based on the physical mechanisms involved as: 1.   Potential interaction.  The potential field associated with a blade row can propagate both upstream and downstream. The magnitude of this effect depends on the Mach number and the axial distance from the blade row. In high Mach number flows, potential interactions will tend to be stronger than at lower Mach numbers. 2.    Wakes.  Unlike the potential influence, a blade wake is only convected downstream. A wake profile can be characterized by a velocity deficit, and the static pressure in it does usually not vary significantly. It can influence the surface pressure, heat transfer and boundary layer nature of the downstream blades. 3.   Shock wave interaction.  When a turbine operates in the transonic regime, shock wave occurs. In addition to the losses produced by the periodic movement of the shock itself, the shock wave can cause intense unsteady effect. 4.   Streamwise vortices.  In low aspect ratio blade rows, the secondary flow and tip leakage flow, etc, in the form of streamwise vortices are significant. These vortices are convected downstream towards the next blade row where they interact with the main flow. They have an important effect on the flow distribution for the downstream blade rows. 5.   Hot streaks.  At the exit of combustor, there is a hot streak with temperature non-uniformities in both radial and azimuthal directions. It is convected downstream and will have significant effects on both the aerodynamic and the heat transfer for the downstream blade rows. www.intechopen.com   Unsteady Flows in Turbines 73 Fig. 1. Flow structures with 5 to 6 orders of magnitudes variations in length and time scales (LaGraff et al., 2006) 1.3 Unsteady flow effects on turbine performance The impact of unsteady flow on turbomachinery performance has been extensively studied in recent decades. For the unsteady flow effects in turbomachinery, it is a source of aerodynamic noise to the acoustics experts, and it is a source of mechanical vibration to the aeroelasticity experts. For the aerodynamic designers, however, the interpretation of the unsteady flow effects in turbomachinery is still a controversial subject, which means that it can both have favorable or unfavorable influence on performance. In the past, the common opinion says that unsteadiness always brings a decrease in efficiency (Boletis & Sieverding, 1991; Sharma et al., 1992; Funazaki et al., 1997; Schulte & Hodson, 1998), such as the increase of losses, resistance and measurement errors, etc. With the deepening of understanding about the unsteady mechanisms, people gradually realize that the unsteady flow effects has a kind of latent benefit, such as the wake recovery effect, wake-boundary layer interaction (calming effect), clocking effect and hot steaks, etc. So far, the design systems of turbomachinery are mostly based on the assumption of steady flow. Due to the lack of the realistic models for loss generation in the unsteady flow environment, designers rely on the use of experience factors for steady state loss correlations to account for these unsteady effects (Dunham, 1996). However, these factors do not necessarily reflect the true physical nature of the loss generation mechanisms in the unsteady environment. In most instances, the method based on the steady flow assumption captures the main features of the flow and we can get a high performance result. However, in high-load or off-design conditions, the performance is not satisfactory. One of the main reasons is the neglect of flow unsteadiness in actual turbomachinery. In turbine stage environment, the flow is periodic unsteady due to the relative motion of the blade rows. As modern engine design philosophy places emphasis on higher blade loading and smaller engine length, the effects of these unsteady interactions become even more important. The turbine design, up to now, has developed to a rather high level with the increasingly mature of the design technology. It is hard to make further improvement on the turbine performance under present design concept. www.intechopen.com   Noise Control, Reduction and Cancellation Solutions in Engineering 74 Therefore, it is necessary to consider the effects of unsteady flow, which have been neglected in present design and do have great effects on the performance. At present the problems we need to resolve are as follows. Which unsteady effects are the most significant ones and need to be given special consideration? How can we introduce these unsteady effects into the turbomachinery design system? 2. Basic concepts and characteristic parameters of unsteady flows 2.1 Definitions of loss coefficient In a turbomachinery, any flow feature that reduces the efficiency will be called loss (Denton, 1993). There are many different definitions of loss coefficient in regular use for individual blade rows. Denton (1993) has given a detailed description about the loss coefficient definitions. The most useful loss coefficient for design purposes is the energy or enthalpy loss coefficient. For a turbine blade it is defined as, 2222 so hhhh      (1) where the isentropic final enthalpy, h 2s , is the value obtained in an isentropic expansion or compression to the same final static pressure as the actual process. Entropy rise is one of the most commonly definitions of loss coefficient. Denton (1993) clearly illustrates that the only accurate measure of loss in a flow is entropy. Entropy is a particularly convenient measure because, unlike stagnation pressure, stagnation enthalpy or the kinetic energy, its value does not depend upon the frame of reference. It can be derived from the second law of thermodynamics that the entropy rise can be written as, lnln  prefref   pT scRTp     (2) For adiabatic flow through a stationary blade row stagnation temperature is a constant and entropy rise depends only on stagnation pressure changes. So Equation 2 can be written as, 21 ln() oo  psR p     (3) For a turbine blade, another commonly definition is the stagnation pressure loss coefficient: 1222 ooo  ppY  pp   (4) The reason that this definition of loss coefficient is so common is that it is easy to calculate it from cascade test data and not because it is the most convenient to use in design. However, the stagnation pressure loss coefficient can only be used in a stationary blade row in which the temperature is constant, but cannot be used in a rotational blade row. In addition, there are many other loss coefficient definitions, which are presented by Denton (1993). It should be pointed out that in steady flow, the entropy rise and the stagnation pressure loss coefficient can both be used to estimate the loss. However, in real turbomachiney the flow is unsteady, and both the relative stagnation pressure and temperature can change. It www.intechopen.com
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