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ConceptionMecaTurbomachine PDF
ConceptionMecaTurbomachine PDF
An Introduction
Reference:
AERO0015-1 - MECHANICAL DESIGN OF TURBOMACHINERY
- 5 ECTS - J.-C. GOLINVAL University of Liege (Belgium)
Combustor
Turbine
Exhaust
Air intake
Propulsive efficiency
Thermodynamic cycle
3
Temperature
thermal
T0
= 1
T3
3 4
1
0
Entropy
V0 ) to the total
propulsive
total power
output
flight velocity
F V0
2
=
=
Wout Ve V0 + 1
exit velocity
Early 1950
About 10:1
1950 to 1960
2000
HP compressor
10
HPC
HPT
LPT
CFM56
Advantages
Selection of optimal speeds for the HP and LP stages.
Reduction of the number of compressor stages.
Cooling air is more easily taken between the LP and HP rotors.
The starting of the engine is easier as only the HP rotor needs
to be rotated.
11
12
13
14
Example
SNECMA M88 military engine
(used on the RAFALE airplane)
15
16
Drawback:
17
Year
18
19
Contra-rotating prop-fan
This configuration is still
in an experimental state
20
21
Military
Commercial
Year
22
23
24
Lost wax
process
25
Elongation (%)
26
Directionally
solidified blades
Single
crystal
blades
Fracture
Conventionally
cast blade
*
Time (hrs)
27
28
Axisymmetric
beam element
Axisymmetric
shell element
Volume element
29
Equations of motion
K S + C AS + K A ( )
Mass matrix
Matrix of circulatory forces
Structural stiffness matrix
M
q + C ( ) q + K ( ) q + f ( q ,q , ) = g ( t )
C S + G + CA ( )
vector of
excitation forces
30
M
q + G q + ( K S + K A ( ) ) q = 0
Forced response to harmonic excitation.
M
q + C ( ) q + ( K S + K A ( ) ) q = g ( t )
Forced response to transient excitation (crossing of critical speeds).
Continued
cruise
Diversion
cen
De s
75 %
90 to 95 % N
Clim
b
31
Hold
Take-off
100 % N
Landing
50 % N
32
33
Intershaft bearing
Bearings
HP = 1.25 LP + 8750
( rpm )
34
Campbell diagram
Hz
3.9 Hz
= HP
19.9 Hz
3730
2080
200
3280
42.0 Hz
100
5720
3470
4260
60.7 Hz
= LP
2490
LP
1160
1000
2000
3000
4000
5000
RPM
71.1 Hz
35
At point B
At point A
3470
10
1160 2490
4260 5720
10
1160
0.1
0.1
LP
2490
3470
5720
4260
LP
36
37
Ability to predict:
natural frequencies (i.e. to identify critical speeds);
mode-shapes (i.e. to establish vulnerability to vibrate and
locations of maximum stresses);
damping levels (i.e. severity of resonance);
response levels (i.e. fatigue susceptibility);
stability (i.e. vulnerability to flutter).
38
K S + K g ( C ) 2 MC
Centrifugal mass matrix
Mass matrix
( )
M
q + G q + K ( C , ) q = FC 2 + g ( t,q ,q ,)
Vector of external forces
Gyroscopic matrix
Vector of static centrifugal forces
39
( )
K S + K g ( C ) 2 M C q = FC 2 + g
40
M
q + K ( C , ) q = 0
where K has been determined by a preliminary static analysis.
The solution of this equation for different values of allows to
construct the Campbell diagram.
41
Campbell diagrams
(Natural frequencies vs. Rotation speed)
42
Engine Order 7
Engine Order 6
Engine Order 5
Engine Order 4
500
Engine Order 3
1st Bending (Flap)
Engine Order 2
Engine Order 1
High incidence
supersonic
flutter
Surge line
Subsonic/Transonic stall
flutter (one of the most
encountered in practice)
Pressure ratio
43
Classical
unstalled
supersonic flutter
50 %
Operating line
75 %
100 %
44
Criterion:
45
Criterion
c 2.5 to 3)
or fixed tip ( h c 3.5)
shrouded blades ( h
46
Criterion
47
Discs may have different shapes depending on their location into the engine
LP compressor
Fan
ring
Drum
HP compressor
Discs of
varying
thickness
HP and LP turbines
Driving flange
48
49
Crack size
Initial
defect
size
Detection limit
Fatigu
tion
a
i
t
i
n
i
k
e crac
cycles
50
51
Conclusion
In summary, the mechanical design of turbojets is challenging.
One first challenge is the study of the dynamics of multiple rotor
systems submitted to large gyroscopic couples.
Then, depending on the engine component (blade, disc) and on its
location within the engine, problems are of very different nature:
In the cold parts of the engine (fan, LP compressor, HP
compressor), the mechanical design is based on the solution of
dynamical problems (blade vibrations, aeroelastic flutter, bird
impact).
In the hot parts of the engine (HP compressor, combustion
chamber, HP turbine), the design is based on creep and fatigue
calculations and a damage tolerance philosophy is applied.