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# NUMERICAL SIMULATION OF ROTATING STALL AND SURGE

**ALLEVIATION IN AXIAL COMPRESSORS
**

A Thesis

Presented to

The Academic Faculty

by

Saeid Niazi

In Partial Fulfillment

of the Requirements for the Degree

Doctor of Philosophy in Aerospace Engineering

Georgia Institute of Technology

July 2000

ii

NUMERICAL SIMULATION OF ROTATING STALL AND SURGE

ALLEVIATION IN AXIAL COMPRESSORS

Approved:

______________________________

Lakshmi N. Sankar, Chairman

______________________________

J.V.R. Prasad

______________________________

Suresh Menon

______________________________

Stephen M. Ruffin

______________________________

Prasanna V. Kadaba

Date Approved _________________

iii

IN THE NAME OF GOD

Dedicated to my parents

Behjat Golbahar Haghighi and Sadrollah Niazi

for their most precious gift of selfless love

iv

ACKNOWLEDGEMENTS

Many people have touched my life not only from an academic point of view, but

both their friendship and spiritual support have been a source of encouragement and

strength to complete this work.

I would like to thank Dr. Lakshmi N. Sankar, my teacher and dissertation advisor,

for his support throughout the research period. His patience and kindness with his

detailed knowledge about this research topic played a key role in the development of this

work. I am really honored and grateful to have had the opportunity to work under him.

I would also like to thank Dr. J. V. R. Prasad for his helpful suggestions and

technical expertise in the area of flow control. Many thanks to Dr. S. Menon, Dr. S. M.

Ruffin, and Dr. P. V. Kadaba for their services as members of my reading committee and

their valuable comments.

The financial assistance given by Army Research Office under the Multidisciplinary

University Research Initiative (MURI) on Intelligent Turbine Engine is gratefully

acknowledged.

Thanks to my co-worker and my friend Alex Stein for his great efforts during code

development and his steadfast support throughout the research.

I would also like to thank the past and present members of CFD lab for their warm

friendship and support during my administrative responsibility in the lab. To: Justin

Russell, Mert Berkman, Ebru Usta, Mehmet Sahin, Guanpeng Xu, Zhong Yang, Yi Liu,

v

Zhijian Liu, Masayoshi Senga, and Gang Wang. Thanks also to my friend and roommate

Konstantin Ignatiev in the School of Materials and Science Engineering for providing me

assistance with computer services. I would like to thank Catherine Moseley Matos for

taking the time to read this dissertation and for her helpful suggestions. Thanks also to

all my friends whose advice and support made this achievement possible.

I would like to thank Dr. J. Jagoda, the graduate coordinator, and the staff of the

Aerospace Engineering Office: Revonda B. Mullis, Loretta Carroll, Terry M. Parrott,

Margaret A. Ojala, Carole W. Gaines, and Howard L. Simpson for being always ready to

help me.

I would like to thank all my sisters and brothers and their families for their great

support during my study. A special note of thanks to my brother and friend, Hamid and

his family, Hilda and sweet Sara, for their generous support during the pursuit of my

degree in Atlanta.

Finally, I owe my greatest gratitude to my parents, Behjat Golbahar Haghighi and

Sadrollah Niazi, to whom this work is dedicated. Their constant encouragement and

great unconditional love for myself and each of my sisters and brothers have been a

source of inspiration in my life.

vi

TABLE OF CONTENTS

DEDICATIONS iii

ACKNOWLEDGEMENTS iv

TABLE OF CONTENTS vi

LIST OF TABLES ix

LIST OF FIGURES x

NOMENCLATURE xv

SUMMARY xix

I INTRODUCTION..................................................................................................... 1

1.1 AN OVERVIEW OF COMPRESSOR OPERATIONS ................................................. 2

1.2 COMPRESSOR STABILITY......................................................................................... 4

1.3 OBJECTIVES AND ORGANIZATION OF THE PRESENT WORK.......................... 6

II AN OVERVIEW OF COMPRESSOR INSTABILITY PHENOMENA........... 12

2.1 FUNDAMENTALS OF ROTATING STALL............................................................. 12

2.2 FUNDAMENTALS OF SURGE.................................................................................. 15

2.3 LITERATURE SURVEY OF STUDIES ON ROTATING STALL AND SURGE .... 17

2.3.1 EXPERIMENTAL STUDIES ON COMPRESSOR CONTROL..................................... 18

2.3.2 COMPUTATIONAL STUDIES OF COMPRESSOR PERFORMANCE

vii

AND CONTROL............................................................................................................. 23

III MATHEMATICAL AND NUMERICAL FORMULATION............................. 31

3.1 GOVERNING EQUATIONS....................................................................................... 31

3.2 DISCRETIZATION OF THE GOVERNING EQUATIONS....................................... 35

3.3 NUMERICAL SOLUTION OF THE DISCRETIZED EQUATIONS......................... 41

3.4 TURBULENCE MODELING...................................................................................... 44

3.5 INITIAL AND BOUNDARY CONDITIONS ............................................................. 47

3.5.1 INITIAL CONDITIONS .................................................................................................. 47

3.5.2 BOUNDARY CONDITIONS .......................................................................................... 48

IV CODE VALIDATION STUDIES .......................................................................... 58

4.1 DESCRIPTION OF THE CONFIGURATIONS STUDIED....................................... 59

4.1.1 NASA TRANSONIC AXIAL FAN ROTOR (ROTOR 67)............................................. 59

4.1.2 NASA TRANSONIC AXIAL FAN ROTOR (ROTOR 37)............................................. 61

4.2 PREVIOUSLY REPORTED STUDIES ON ROTOR 67 AND ROTOR 37

CONFIGURATIONS.................................................................................................. 62

4.3 PEAK EFFICIENCY RESULTS FOR ROTOR 67...................................................... 63

V RESULTS AT OFF-DESIGN CONDITIONS...................................................... 83

5.1 ROTOR 67 RESULTS.................................................................................................. 84

5.1.1 ONSET OF STALL.......................................................................................................... 84

5.1.2 ROTATING STALL AND MODIFIED SURGE SIMULATIONS................................. 88

viii

5.2 ROTOR 37 SIMULATIONS........................................................................................ 90

VI ACTIVE CONTROL STUDIES OF ROTOR 67 CONFIGURATION........... 104

6.1 OPEN-LOOP CONTROL STUDIES ......................................................................... 106

6.2 CLOSED-LOOP CONTROL STUDIES .................................................................... 110

VII CONCLUSIONS AND RECOMMENDATIONS.............................................. 125

7.1 CONCLUSIONS......................................................................................................... 126

7.2 RECOMMENDATIONS............................................................................................ 127

REFERENCES.............................................................................................................. 131

VITA ............................................................................................................................. 142

ix

LIST OF TABLES

Table 6.1 Summary of stall margin extension for the two control

schemes studied………………………………………………………...114

x

LIST OF FIGURES

Figure 1.1 Work input machinery classification, Reference [5]. ........................................ 8

Figure 1.2 Schematic diagram of changes in fluid properties and velocity through an

axial compressor stage, References [5], [11]. ................................................... 9

Figure 1.3 Typical compressor characteristic map for axial and centrifugal

compressors..................................................................................................... 10

Figure 1.4 Operational stability, matching the compressor and throttle characteristics. . 10

Figure 1.5 Effects of rotor RPM on compressor performance and stability. .................... 11

Figure 2.1 Rotating stall inception.................................................................................... 27

Figure 2.2 Transient response of system in rotating stall, Reference [14]. ..................... 27

Figure 2.3 Part-Span rotating stall with different stalled cells, Reference [12]................ 28

Figure 2.4 Full-Span rotating stall with different stalled cells, Reference [12]................ 28

Figure 2.5 Compressor map with the stalled flow characteristic, Reference [13]. ........... 29

Figure 2.6 Transient response of system in surge, Reference [14]. ................................. 29

Figure 2.7 Types of active and passive compressor control schemes............................... 30

Figure 3.1 Control volume and cell-vertex grid points..................................................... 54

Figure 3.2 Computation of inviscid flux terms on a cell face........................................... 54

Figure 3.3 Boundary conditions used in the axial compressor analysis. .......................... 55

Figure 3.4 Compressor outflow boundary conditions....................................................... 56

Figure 3.5 Periodic and zonal boundary conditions......................................................... 56

xi

Figure 3.6 Implementation of bleeding as an open-loop active control. ......................... 57

Figure 3.7 Implementation of bleeding as a closed-loop active control. ......................... 57

Figure 4.1 NASA Rotor 67 configuration, Reference [82].............................................. 70

Figure 4.2 Laser anemometer and aerodynamic locations for Rotor 67, Reference [90].70

Figure 4.3 Computational grid for Rotor 67. ................................................................... 71

Figure 4.4 Streamwise computational grid at midspan for Rotor 67. .............................. 71

Figure 4.5 Pitchwise computational grid for Rotor 67. .................................................. 72

Figure 4.6 Computational grid in the meridional plane for Rotor 67. ............................. 72

Figure 4.7 NASA Rotor 37 configuration, Reference [84]............................................. 73

Figure 4.8 Laser anemometer and aerodynamic locations for Rotor 37, Reference [90].73

Figure 4.9 Computational grid for Rotor 37. ................................................................... 74

Figure 4.10 Time history of mass flow rate fluctuations about mean flow at peak

efficiency conditions (Rotor 67). ................................................................. 74

Figure 4.11 Pressure and mass flow rate fluctuations at peak efficiency conditions

(Rotor 67). ..................................................................................................... 75

Figure 4.12 Comparison between experiments and present results of inlet axial velocity at

peak efficiency conditions (Rotor 67). .......................................................... 75

Figure 4.13 Comparison between experiments and present predictions of relative Mach

number contours at 30% span at peak efficiency (Rotor 67). ....................... 76

Figure 4.14 Comparison between experiments and present results of relative Mach

number at 90% span and 30% pitch at peak efficiency (Rotor 67). .............. 77

xii

Figure 4.15 Comparison between experiments and present results of relative Mach

number at 90% span and 50% pitch at peak efficiency (Rotor 67). ............. 77

Figure 4.16 Static pressure contours at 30% and 70% span at peak efficiency

(Rotor 67). ..................................................................................................... 78

Figure 4.17 Relative velocity profile at mid-span at peak efficiency (Rotor 67). ............ 79

Figure 4.18 Secondary flow in the circumferential direction at peak efficiency

(Rotor 67). ..................................................................................................... 79

Figure 4.19 Flow field near blade suction surface at peak efficiency (Rotor 67)............. 80

Figure 4.20 Flow field near blade pressure surface at peak efficiency (Rotor 67). .......... 81

Figure 4.21 Flow field at mid-passage at peak efficiency (Rotor 67). ............................. 82

Figure 5.1 Comparison of measured and computed characteristic performance map

(Rotor 67). ..................................................................................................... 93

Figure 5.2 Comparison of measured and computed adiabatic efficiency (Rotor 67). .... 93

Figure 5.3 Locations of the computational probes (Rotor 67 and Rotor 37). ................. 94

Figure 5.4 Pressure and mass flow rate fluctuations at the onset of stall, operating

point B (Rotor 67). ........................................................................................ 95

Figure 5.5 Time history of averaged pressure computed by probes upstream of the

compressor face at operating point B (Rotor 67). ........................................ 95

Figure 5.6 Time history of pressure deviation from its azimuthally averaged pressure

upstream of the compressor face at operating point B (Rotor 67). ............... 96

Figure 5.7 Time history of averaged axial velocity computed by probes upstream of the

xiii

compressor face at operating point B (Rotor 67). ......................................... 96

Figure 5.8 Time history of mass flow rate fluctuations at operating point C

(Rotor 67). ..................................................................................................... 97

Figure 5.9 Pressure and mass flow rate fluctuations at operating point C (Rotor 67). ... 97

Figure 5.10 Temporal growth of reversed flow at operating point C (Rotor 67). ............ 98

Figure 5.11 Instantaneous circumferential pressure fields at operating point C

(Rotor 67). ..................................................................................................... 99

Figure 5.12 Time history of averaged axial velocity and pressure computed by probes

upstream of the compressor face at operating point C (Rotor 67). ............. 100

Figure 5.13 Power spectral density of the azimuthally averaged pressure fluctuations

upstream of the compressor face at operating point C (Rotor 67). ............. 101

Figure 5.14 Time history of axial velocity deviation from its azimuthally averaged axial

velocity upstream of the compressor face at operating point C (Rotor 67). 101

Figure 5.15 Computed and measured characteristic performance map at 70% design

speed (Rotor 37). ........................................................................................ 102

Figure 5.16 Fluctuations of total pressure ratio versus mass flow rate at different

operating conditions (Rotor 37). ................................................................. 102

Figure 5.17 Time history of pressure deviation from its azimuthally averaged pressure

upstream of the compressor face at operating point C (Rotor 37). ............. 103

Figure 5.18 Power spectral density of pressure deviation from its azimuthally averaged

pressure fluctuations upstream of the compressor face at operating point C

(Rotor 37)................................................................................................... 103

xiv

Figure 6.1 Characteristic performance map with bleed control (Rotor 67). ................. 115

Figure 6.2 Velocity profile with/without open-loop control (Rotor 67). ...................... 116

Figure 6.3 Total pressure ratio and mass flow rate fluctuations with/without open-loop

control (Rotor 67). ...................................................................................... 117

Figure 6.4 Characteristic performance map with throttle characteristic for open-loop

control (Rotor 67). ...................................................................................... 118

Figure 6.5 Spanwise distribution of axial velocity at mid-passage near the leading edge

(Rotor 67). .................................................................................................. 119

Figure 6.6 Time history of axial velocity with/without open-loop control (Rotor 67). 120

Figure 6.7 Time history of axial velocity deviation from its azimuthally averaged axial

velocity with/without open-loop control (Rotor 67). ................................. 121

Figure 6.8 Time history of static pressure under open-loop control (Rotor 67). .......... 122

Figure 6.9 Upper and lower limit of pressures that trigger closed-loop control

(Rotor 67). .................................................................................................. 122

Figure 6.10 Total pressure ratio and mass flow rate fluctuations under closed-loop

control (Rotor 67). ..................................................................................... 123

Figure 6.11 Characteristic performance map with throttle characteristic for closed-loop

control (Rotor 67). ..................................................................................... 123

Figure 6.12 Time history of axial velocity under closed-loop control (Rotor 67)......... 124

Figure 6.13 Time history of axial velocity deviation from its azimuthally averaged axial

velocity upstream of the compressor face under closed-loop control

(Rotor 67)................................................................................................... 124

xv

xvi

NOMENCLATURE

A Jacobian matrix

A

b

bleed area

A

t

throttle area

a speed of sound

C

V

specific heat at constant volume

c

b1

, c

b2

constants in Spalart-Allmaras turbulence model

c

t1

, c

t2

, c

t3

, c

t4

constants in Spalart-Allmaras turbulence model

c

v1

constants in Spalart-Allmaras turbulence model

c

w1

, c

w2

, c

w3

constants in Spalart-Allmaras turbulence model

d distance to closest wall, used in Spalart-Allmaras turbulence model

E, F, G inviscid flux vectors

e internal energy per unit volume

f

t1

, f

t2

functions in Spalart-Allmaras turbulence model

f

v1

, f

v2

, f

w

functions in Spalart-Allmaras turbulence model

g, g

t

functions in Spalart-Allmaras turbulence model

I identity matrix

K

b

bleed valve constant

K

t

throttle valve constant

L

ref

characteristic length of the compressor, usually the rotor diameter

xvii

c m

.

mass flow rate through the compressor

t m

.

throttle mass flow rate

b m

.

bleed mass flow rate

p pressure

q conserved flow variables

R, S, T viscous stresses and heat fluxes at a cell face

S vorticity magnitude in Spalart-Allmaras turbulence model

modified vorticity magnitude

T temperature

T also refers to matrix containing eigenvectors of the Jacobian

matrix

t time

U relative velocity normal to a cell face

u, v, w Cartesian velocity components

V

p

plenum volume

x, y, z Cartesian coordinates

∆q change in conserved flow variables from one time step to next

∆U trip point velocity in Spalart-Allmaras turbulence model

∆t time step

γ specific heat ratio

S

~

xviii

κ von Karman constant

Λ matrix containing eigenvalues of the Jacobian matrix

µ molecular viscosity

ν eddy viscosity

ν

t

turbulent viscosity

ν

~

working variable in Spalart-Allmaras turbulence model

ρ density

σ constant in Spalart-Allmaras model

τ

ij

viscous stress tensor

ω

t

trip point wall vorticity

Subscripts

0 stagnation quantity

b bleed

p plenum

t turbulence quantity

x, y, z, t Cartesian and time derivatives

∞ free stream quantity, upstream of the inlet

xix

Superscripts

n, n+1 two adjacent time level

Overbars

~ used to indicate Roe averages

→ used to indicate vectors

÷ time or spatial averages

xx

SUMMARY

Axial compression systems are widely used in many aerodynamic applications.

However, the operability of such systems is limited at low-mass flow rates by fluid

dynamic instabilities. These instabilities lead the compressor to rotating stall or surge. In

some instances, a combination of rotating stall and surge, called modified surge, has also

been observed. Experimental and computational methods are two approaches for

investigating these adverse aerodynamic phenomena. In this study, numerical

investigations have been performed to study these phenomena, and to develop control

strategies for alleviation of rotating stall and surge.

A three-dimensional unsteady Navier-Stokes analysis capable of modeling

multistage turbomachinery components has been developed. This method uses a finite

volume approach that is third order accurate in space, and first or second order in time.

The scheme is implicit in time, permitting the use of large time steps. A one-equation

Spalart-Allmaras model is used to model the effects of turbulence. The analysis is cast in

a very general form so that a variety of configurations -centrifugal compressors and

multistage compressors- may be analyzed with minor modifications to the analysis.

Calculations have been done both at design and off-design conditions for an axial

compressor tested at NASA Glenn Research Center. At off-design conditions the

calculations show that the tip leakage flow becomes strong, and its interaction with the

tip shock leads to compressor rotating stall and modified surge. Both global variations to

xxi

the mass flow rate, associated with surge, and azimuthal variations in flow conditions

indicative of rotating stall, were observed.

It is demonstrated that these adverse phenomena may be eliminated, and stable

operation restored, by the use of bleed valves located on the diffuser walls. Two types of

controls were examined: open-loop and closed-loop. In the open-loop case mass is

removed at a fixed, preset rate from the diffuser. In the closed-loop case, the rate of

bleed is linked to pressure fluctuations upstream of the compressor face. The bleed valve

is activated when the amplitude of pressure fluctuations sensed by the probes exceeds a

certain range. Calculations show that both types of bleeding eliminate both rotating stall

and modified surge, and suppress the precursor disturbances upstream of the compressor

face. It is observed that smaller amounts of compressed air need to be removed with the

closed-loop control, as compared to open-loop control.

xxii

1

1 CHAPTER I

INTRODUCTION

“My invention consists in a compressor or pump of the turbine type

operating by the motion of sets of movable blades or vanes between sets

of fixed blades, the movable blades being more widely spaced than in my

steam turbine, and constructed with curved surfaces on the delivery side,

and set at a suitable angle to the axis of rotation. The fixed blades may

have a similar configuration and be similarly arranged on the

containing casing at any suitable angle. Parsons 1901,” taken from

Reference [1]”

In 1853 the basic fundamentals of the operations of a multistage axial

compressor were first presented to the French Academie des Sciences

2-3

. Parsons built

and patented an axial flow compressor in 1901

1

. Since that time, compressors have

significantly evolved. There have been continuous improvements leading to increases in

efficiency, the pressure ratio per stage, and a decrease in weight.

Compressors have a wide variety of applications. They are a primary component in

turbojet engines used in aerospace propulsion, industrial gas turbines that generate

power, and processors in chemical industry to pressurize gas or fluids. Compressors can

vary in size from a few feet to tens of feet in diameter. In turbomachinery applications,

safe and efficient operation of the compression system is imperative. To run a

compressor as efficiently as possible, and to prevent damage, flow instabilities such as

rotating stall and surge must be avoided, or dealt with soon after their inception.

2

Considerable interest exists in the jet propulsion community in understanding and

controlling flow instabilities.

1.1 AN OVERVIEW OF COMPRESSOR OPERATIONS

The basic purpose of a compressor is to increase the total pressure of the working

fluid using shaft work. Depending on their type, compressors increase the pressure in

different ways. They can be divided into four general groups: rotary, reciprocating,

centrifugal and axial. In rotary and reciprocating compressors, shaft work is used to

reduce the volume of gas and increase the gas pressure. In axial and centrifugal

compressors, also known as turbo-compressors, the fluid is first accelerated through

moving blades. In the next step, the high kinetic energy of the fluid is converted into

pressure by decelerating the gas in stator blade passages or in a diffuser.

In centrifugal compressors, the flow leaves the compressor in a direction

perpendicular to the rotation axis. In axial compressors, flow enters and leaves the

compressor in the axial direction. Because an axial compressor does not benefit from

the increase in radius that occurs in a centrifugal compressor, the pressure rise obtained

from a single axial stage is lower. However, compared to centrifugal compressors, axial

compressors can handle a higher mass flow rate for the same frontal area. This is one of

the reasons axial compressors have been used more in aircraft jet engines, where frontal

area plays an important role. Another advantage of axial compressors is that multi-

staging is much easier, and does not need the complex return channels required in

multiple centrifugal stages. As Ferguson

4

points out, a turbo-compressor may also be

3

called as blower, fan, booster, turbo-charger or exhauster, and the distinctions between

these are vague. Generally speaking, fans are the first stage of the compression system

in jet engines, and are low- pressure compressors. Blowers may be thought of medium

pressure compressors.

A variety of turbo-machines and their ranges of utilization in terms of basic non-

dimensional parameters are shown in Figure 1.1, taken from Reference [5]. The

horizontal axis represents the flow coefficient, which is a non-dimensional volume flow

rate. The vertical axis shows the head coefficient, which is a dimensionless measure of

the total enthalpy change through the stage, and roughly equals the work input per unit

mass flow. The literature on compressors is vast. References [5]-[9] give a basic

introduction to turbomachinery, and more advanced topics on compressors may be

found in References [10]-[12].

The compressors considered in this study are from the family of axial compressors.

An axial compressor, shown in Figure 1.2, consists of a row of rotor blades followed by

a row of stator blades. The working fluid passes through these blades without

significant change in radius. Energy is transferred to the fluid by changing its swirl, or

tangential velocity, through the stage. A schematic diagram of the changes in velocity

and fluid properties through an axial compressor stage is shown in Figure 1.2. It shows

how pressure rises through the rotor and stator passages.

Early axial compressors had entirely subsonic flow. Since modern applications

require compression systems with higher-pressure ratios and mass flow rates, designers

4

have permitted supersonic flow, particularly near the leading edge tip where the highest

total velocity occurs. Today, most high performance compression stages are transonic,

where regions of subsonic and supersonic flow both exist in the blade passages. A

transonic compression system is now one of the main components of high-bypass ratio

engines. Large fans with inlet relative Mach numbers of 1.4 to 1.6 have been recently

used in engines of this kind. These systems have been achieved by advanced design,

using sophisticated computational design tools and extensive experimentation.

The steady state performance of a compressor is usually described by a plot of the

averaged mass flow rate versus the total pressure ratio. This plot is called the

characteristic or performance map of the compressor. Figure 1.3 shows a typical

compressor performance map for axial and centrifugal compressors. Axial compressors

tend to have a steeper drop aft of the peak of the compressor performance map compared

to centrifugal compressors.

1.2 COMPRESSOR STABILITY

Stability in a compressor is the ability of a compressor to recover from disturbances

that alter the compressor operation about an operational equilibrium point. Disturbances

may be considered as transient or deliberate changes to the operating point. In the case

of transient disturbances, the system is stable if it returns to its original operating point.

If the disturbances drive the compressor away from the original point, the system is

unstable. The steady state match between a compressor and its drive turbine or jet

nozzle, which is perturbed by a transient change of mass-flow, is a good example of this

5

case. When there are deliberate changes to the operating point, the performance is

considered stable if a new operational equilibrium point can be achieved, e.g., shifting

the operating point by changing the compressor shaft speed. If steady state operation at

a new operating point is not possible, the system is unstable.

Stability in compressors may be studied from two different perspectives. The first

is called operational stability, which deals with the matching of compressor performance

with a downstream flow device such as a turbine or throttle. The second is aerodynamic

stability, which deals with deteriorations in the operation due to flow separation, stall or

surge.

The operational stability of a compression system depends on the characteristic of

both the compressor and the downstream flow device. Mathematically, if the slope of

compressor performance map is less than the slope of characteristic map of the throttle

(points P

1

and P

2

shown in Figure 1.4a) the system is stable. Otherwise, as shown in

Figure 1.4b for point P

3

, the system is not stable. Compressors, by design, usually

operate near point P

1

on the performance map shown in Figure 1.4. Operations at lower

mass flow ratios (near point P

2

) can trigger instabilities as discussed later.

The stable range of operation of axial and centrifugal compressors is limited at both

very high and very low mass flow rates, as shown in Figure 1.5. If the mass flow rate is

too high, shocks will form and the flow through the compressor will be choked (sonic

condition). On the other hand, as the mass flow rate through the compressor decreases,

flow instabilities will occur. These instabilities include rotating stall and surge. If they

6

are allowed to persist or grow, catastrophic damage to the compressor and the engine

will occur. Surge, in particular, is to be avoided at all costs.

In looking at a map of the characteristic performance of a compressor, Figure

1.5, a dashed line known as the surge or stall line, can be seen. Rotating stall and surge

usually occur at low flow rates, but may still occur on the right side of the surge line if

the flow becomes unstable as a result of the instability. Therefore, a second line parallel

to the surge line is usually introduced as a surge avoidance line. Another reason for

introducing the surge avoidance line is that the compressor characteristic, and

consequently the surge line, may be poorly known. Operating at the surge avoidance

line provides a safety margin for the compressor operation and prevents the compressor

from operating in a region where stall or surge may occur. The closer the operating

point is to the surge line, the greater the pressure ratio achieved by the compressor, but

the greater the risk of stall or surge.

1.3 OBJECTIVES AND ORGANIZATION OF THE PRESENT WORK

The main objectives of the current study are to understand the physics of

compressor stall and surge, and to develop an appropriate control methodology for the

prevention of these instabilities.

Although considerable progress in understanding and modeling of stall and surge in

axial compressors has been achieved during the past two decades, none of the models are

able to describe accurately the flow phenomena that occur in the compressor and give rise

7

to stall and surge. Detailed flow visualizations, both computational and experimental, are

necessary for understanding the nature of these instabilities.

CFD modeling of axial compressors is a well-developed field. Most compression

systems are now being designed using CFD tools. However, most numerical studies of

air breathing compression systems are done in the stable part of compressor characteristic

performance map, where the flow is “steady” in a rotating frame. The current research

attempts to provide computational tools to study unsteady aerodynamic phenomena, such

as rotating stall and surge, in axial compressors. Work has also been done in simulating

stall and designing stall control methods that extend the stable operating range of the

compressor.

This thesis is organized as follows: A review of surge and rotating stall

phenomena, both from a historical and a technical perspective, is presented in Chapter

II. Chapter III introduces the mathematical and numerical tools required for carrying out

the numerical simulations. Validation results for an axial compressor at peak efficiency

conditions are presented in Chapter IV. Simulations of the onset and growth of stall are

given in Chapter V. Results for active bleed control techniques are presented in Chapter

VI. Finally, the conclusions and recommendations for further improvements of

compressor control technology are given in Chapter VII.

8

Figure 1.1 Work input machinery classification, Reference [5].

9

Figure 1.2 Schematic diagram of changes in fluid properties and velocity through an

axial compressor stage, References [5], [11].

Rotor

Stator

Static Pressure

Absolute Velocity

Total Enthalpy

Total Pressure

1 2 3

10

Figure 1.3 Typical compressor characteristic map for axial and centrifugal

compressors.

Figure 1.4 Operational stability, matching the compressor and throttle

characteristics.

Compressor Mass Flow

Pressure

Rise

Pressure

Rise

P

1

Mass Flow Rate

a) Stable

P

2

Mass Flow Rate

b) Unstable

P

3

Throttle

Characteristic

Compressor

Performance

11

Figure 1.5 Effects of rotor RPM on compressor performance and stability.

Compressor Mass Flow

Pressure

Rise

Margin of Safety

Stall Line

Constant Rotor Speed Line

Surge Avoidance Line

Operating Point

RPM increases

12

2 CHAPTER II

AN OVERVIEW OF COMPRESSOR INSTABILITY PHENOMENA

In the pervious chapter, it was pointed out that the stable part of compressor

performance map is limited due to aerodynamic instabilities. These instabilities manifest

themselves as rotating stall or surge. This chapter is devoted to reviewing these unsteady

phenomena from both a historical and a technical perspective. Section 2.1 describes the

physical mechanisms behind rotating stall. A discussion of surge phenomenon is given in

Section 2.2. In Section 2.3, the historical developments that led to the discovery of

rotating stall and surge phenomena are presented. A brief review of methods currently

employed in compressor control, and a review of prior computational study of

compressors and compressor control are also given in Section 2.3.

2.1 FUNDAMENTALS OF ROTATING STALL

During the normal operation of a compressor, the airflow through the compressor

is essentially steady and axisymmetric in a rotating coordinate system. If a flow

instability is somehow introduced into the system (say, due to a change in the rotor speed,

flow separation at the inlet, or other type of flow distortion), instabilities may develop

and the compressor performance may deteriorate. The instability manifests itself as

either a rotating stall or surge. Rotating stall is inherently a 2-D unsteady local

13

phenomenon in which the flow is no longer uniform in the azimuthal direction. It often

takes only a few seconds for rotating stall to build up, and the compressor can operate

under rotating stall for several minutes before damage develops. Rotating stall can occur

in both compressible and incompressible flow.

The inception of rotating stall is shown in Figure 2.1. This figure illustrates the

blade row viewed from the top of the annulus. Stall is present on some of the blades. It

is not known for certain why all blades do not stall at the same time. Dimensional

tolerances could be one possible case, Reference [12]. In manufacturing and assembly, a

few blades could be produced with slightly different profiles or with higher stagger

angles. These imperfections would cause the inlet air to see these blades at slightly

different angles of attack as compared to the other blades. When one of the blades stalls,

as a consequence of some instability, the angle of the flow relative to the shaft increases.

This increase in flow angle, in addition to blockage attributed to stall, cause part of the

oncoming flow to be diverted towards the neighboring blades, thus causing an increase in

their angles of attack and leading them to stall. As the blade rotates away from the

disturbances, the angle of attack decreases, restoring normal flow over that blade. The

region of the stalled flow, known as a stall cell, continues moving from blade to blade

and propagates around the annulus.

In a coordinate system attached to the blades, rotating stall moves in a direction

opposite to the blade motion at a fraction of the rotor speed. However, in the inertial

coordinate system, the stall region propagates in the same direction as the wheel motion.

14

The reported rotational speed of rotating stall around the annulus of compressor varies

from 20 to 75 percent of the rotor speed in the direction of the rotor motion

13

. It has also

been reported that the incipient rotating stall cells move faster. Typical frequencies for

rotating stall are 10 to 50 times larger than those for surge.

The number of stall cells depends on the compressor at hand; one to nine stalled cells

has been reported. Two types of stall associated with the number of stalled cells exist,

progressive and abrupt. In progressive stall, a phenomenon involving multiple stalled

cells, the pressure ratio after stall reduces gradually. Abrupt stall results in a sudden drop

in total-to-total pressure rise, and appears to always involve a single stalled cell.

One of the characteristics of pure rotating stall is that the average flow is steady with

respect to time, but the flow has a circumferentially non-uniform mass deficit. During

rotating stall, the cyclical variation of the pressures on the blades can cause them to

fatigue and eventually break. The flow temperature may also increase due to uneven

distribution of shaft work, reducing blade life. A typical plot of the static pressure history

measurements taken at a fixed circumferential location at the inlet of an axial compressor

under rotating stall conditions is depicted in Figure 2.2

14

.

Several types of rotating stall exist

13

:

• Part-Span: As illustrated in Figure 2.3

12

, only a restricted region of the blade

passage, usually the tip, is stalled. Stall near the root has also been reported.

• Full-Span: The entire height of the annulus is stalled. Figure 2.4

12

shows the

full-span rotating stall with various stalled cells.

15

• Small/Large scale: In this case, a small/large part of annular flow path is

blocked.

Figure 2.5 shows a typical rotating stall pattern. When rotating stall occurs at point

A on the unstalled branch, the operating point then proceeds to the so-called stalled

characteristic at point B, along a straight line AB. If point B is stable, the compressor

will remain and operate there, until measures are taken to bring it back to the unstalled

branch. Sometimes the deterioration in the performance of an axial compressor with

rotating stall is small, and may not be easily detected except as an increase in the

compressor noise or by some high-frequency sensors. Recovery from rotating stall is

often more difficult than surge

13

. Rotating stall can also serve as the precursor to the

more severe and dangerous flow stability, called surge.

2.2 FUNDAMENTALS OF SURGE

Surge is a global 1-D instability that can affect the whole compression system.

Surge is characterized by large amplitude limit cycle oscillations in mass flow rate, and

pressure rise. Even a complete reversal of the flow is possible. The behavior of surge

depends on both the compressor characteristic and the characteristics of the diffuser

13

.

Figure 2.6 shows a typical plot of the plenum pressure transient response when an axial

compressor experiences surge

14

.

In contrast to rotating stall, the average flow through the compressor is unsteady but

the flow is circumferentially uniform. Many of the conditions that a compression system

experiences during rotating stall are also present in surge. The rotor blades are stressed

16

by the oscillating flow and the uneven distribution of shaft work; backpressure decreases

while the inlet pressure increases. The compressor's noise characteristic changes and

pressure fluctuations occur through out the compressor.

In high-speed compressors, the reversal flow can be triggered by a shock wave

3

. The

high pressures behind the shock may deform the casing and inlet, and resulting pitching

moments can also change the twist of the rotor/stator blades. In low-speed compressors,

the surge appears as a moderate pulsing of the flow.

Based on flow and pressure fluctuations, surge can be categorized into four different

classes

13

:

• Mild Surge: No flow reversal; small periodic pressure fluctuations governed

by the Helmholtz resonance frequency.

• Classic Surge: No flow reversal; larger oscillations at a lower frequency.

• Modified Surge: Combination of classic surge and rotating stall; entire

annulus flow fluctuates in axial direction; non-axisymmetric flow.

• Deep Surge: Strong version of classic surge; possibility of flow reversal;

axisymmetric flow.

In both axial and centrifugal compressors, while increasing the plenum pressure at

the compressor exit at a constant rotor speed, a mild surge can occur. The mild surge

may be followed by rotating stall or modified surge. A classic or a deep surge may then

follow.

17

2.3 LITERATURE SURVEY OF STUDIES ON

ROTATING STALL AND SURGE

The occurrence of the fluid dynamic instabilities was first considered one of the

normal operating features of axial compressors. Qualitative explanations of surge have

long been known. Stodola

15

and Kearton

16

described the surge phenomenon in 1927 and

1931, respectively. To this author’s knowledge, rotating stall was first detected in 1932

in a centrifugal pump impeller

17

. In 1946, it was found that the ducts linked to the

compressors could be primary contributors to surge, Reference [12].

Up to this time, researchers assumed that the surge phenomenon was sinusoidal with

respect to time, and was associated with Helmholtz resonances. In 1955, an extensive

study of rotating stall and surge was presented by Emmons, Pearson and Grant

18

. They

predicted the rotational velocity of the stall cell using linear flow theory. Rotating stall

and surge are nonlinear phenomena, and this linearized theory limited them to analyzing

weak disturbances to the flow. In 1958, Horlock

1

published a book about these two types

of flow instabilities, and detailed the state of the art about these phenomena in axial

compressors. One of the early attempts to model the one-dimensional flow through the

axial compressors in a nonlinear form was by Greitzer

19

in 1976. The first nonlinear

analysis of incipient and fully-developed rotating stall was presented by Moore

20

. The

extensions to the inlet distortion effects may be found in References [21] and [22]. In

1986, Moore and Greitzer

23-24

presented the theory of post-stall transients in axial

compressor.

18

Much of the work on rotating stall and surge control in the literature was based on

the assumption of incompressible flow. Since the beginning of 1990’s, the importance of

compressibility effects has been recognized and studied. The effects of compressibility

on surge can be found in References [25] and [26]. They are based on one-dimensional

fluid dynamic equations, and therefore are limited to the surge phenomenon.

Incorporation of compressibility effects in two-dimensional fluid dynamic models was

presented in Reference [27]. Further details on nonlinear control methods may be found

in References [28] through [30]. An exhaustive survey of rotating stall and surge control

can be found in Reference [13].

2.3.1 EXPERIMENTAL STUDIES ON COMPRESSOR CONTROL

Surge and rotating stall are highly undesirable phenomena. They can introduce

mechanical and thermal loads, and can even cause structural damage. These

aerodynamic instabilities reduce the total to total pressure rise and efficiency of the

compression system. Unrecoverable stall in gas turbines requires restarting the engine

and may also have catastrophic consequences in aircraft jet engines. These instabilities

may be avoided by operating away from the surge line. On the other hand, due to the

high performance and efficiency obtained near the surge line, it is desirable to operate the

compressor close to the surge line. To overcome this dilemma, three different

approaches exist: surge/stall avoidance, surge detection and avoidance, and increasing the

stall margin approach.

19

Surge avoidance techniques are known and have been used for a long time in

industry and commercial systems. In this approach, the control systems do not allow the

compressor to operate on the left side of the surge avoidance line. To locate the surge

avoidance line on the compressor map, a safety margin should be specified. This safety

margin may be defined based on pressure ratio, corrected mass flow, or a combination of

pressure ratio and corrected mass flow. A common safety margin, SM, is based on total

pressure ratio and is defined as:

Avoidance Surge

o

Avoidance Surge

o

Surge

o

P

P

P

P

P

P

SM

,

_

¸

¸

,

_

¸

¸

−

,

_

¸

¸

·

01

2

01

2

01

2

(2.1)

Here P

02,

and P

01,

are total pressure at the compressor exit and inlet, respectively. In a

multistage axial compressor in a turbojet, it is typical to have a safety margin as high as

25 percent

9

, while for a centrifugal pipeline compressor the safety margin is 10 percent

31

.

In surge detection and avoidance methods, the onset of instabilities is first detected.

The most successful techniques to detect the onset of stall are based on monitoring the

pressure and temperature variations or other parameters (e.g. their time derivatives and

oscillation frequency) at the compressor inlet or exit. These measurements are compared

to the expected values at the surge condition, stored in the control computer. When surge

or stall is detected, corrective measures (e.g. bleed) are applied. The advantage of this

20

technique is that it is not necessary to define a large safety margin, and the compressor

can operate close to the surge line. The disadvantages of this technique are the need for

large control forces and a very fast-acting control system that will prevent the growth of

instabilities into surge. Another weakness of this technique is that it is highly dependent

on the compressor being controlled, since different compressors exhibit different

behaviors during the onset of surge.

The third control methodology involves increasing the stall margin. This approach

may be divided into two different classes: passive surge/stall control and active

surge/stall control.

In both active and passive control the characteristic performance map of the

compressor is modified and the surge line is shifted to a lower mass flow. By shifting the

surge line, the surge avoidance line is also shifted. In other words, some part of the

unstable area in the performance map is being stabilized by this approach. An advantage

of this methodology is that the compressor now can operate near peak efficiency and

high-pressure ratios at lower mass flow rates.

In passive surge/stall, the geometry of the compressor is altered to modify the stall

margin. Casing treatments

32-35

and variable guide vanes

36-39

are some the different ways

of achieving passive surge/stall control.

Casing treatments, which have been investigated more in axial compressors, the rotor

casing is designed so that the amount of blockage in a flow passage is decreased. Thus,

rotating stall is suppressed. In this method, the casing is designed with various shaped

21

grooves: perforated, honeycomb, circumferentially grooved, axial slotted, or blade angle

slotted. The effects of a porous casing on stall margin for both uniform and distorted

inlet conditions may be found in Reference [32].

The use of variable inlet guide vanes is another way of increasing the stall margin

and has been used in both axial and centrifugal compressors. In this method, the incident

angle in compressors at lower mass flow rates is reduced and the leading edge separation

is prevented. With inlet guide vanes, the direction of the flow at the leading edge is

turned such that the angle of attack decreases. Variable inlet guide vanes are also

commonly used when starting and accelerating engines to avoid crossing the surge line.

In active stall or surge control, the compressor is equipped with devices such as a

bleed valve that can be switched on or off. Generally, active surge/stall control may be

divided into two classes: open-loop and closed-loop. In closed-loop control, a feedback

law is used to activate the controller, while in the open-loop control no feedback signals

are used. Air injection

40

, bleeding

40-42

, and recirculation (a combination of injection and

bleeding) are examples of active surge/stall control.

Air injection is another way of increasing the stall margin and has been used in both

axial and centrifugal compressors. In this method, a small amount of high pressure and

high velocity air is injected into the compressor upstream of the compressor face. As a

result, the flow is energized and the axial velocity component is increased. This reduces

the local angles of attack, and the leading edge separation is prevented. The injected air

22

may be supplied from the diffuser downstream of the compressor or from a separate

device.

One of the oldest, and the most investigated approach for increasing the stall margin

in axial compressors is bleeding. This technique has been used in both axial and

centrifugal compressors. Since the early days of jet engines, bleeding has been the most

common approach for avoiding surge during engine acceleration and start-up. Beside the

start-up applications, bleeding has also been used to achieve a wide range of operating

conditions. The bleed valve is typically located either in the plenum exit or downstream

of rotor on the shroud. The concept of bleeding is that at lower mass flow the working

fluid does not have enough momentum to overcome the viscous and adverse pressure

gradient forces in the plenum. By removing some of the highly pressurized flow

downstream of the compressor, flow acceleration can increase and surge-free operation is

achieved.

Closed-loop active control was first reported by Epstein et al.

43

in 1989, and the

literature on this approach has become extensive over the last decade. This method

promises to be an integral part of future engines, the so-called smart or intelligent

engines. The closed-loop control devices use a sensor for detecting the growth of

instabilities (precursor waves) when a compressor experiences stall conditions. In this

method, a control unit processes measured flowfield data, such as temperature, pressure

or axial velocity, from a stall-detection device. The stall-detection devices are usually

located on the circumference of the compressor casing, either upstream or downstream of

23

compressor. A feedback law connecting the sensed fluctuations to the rate of bleed is

used to stabilize the compressor. The control unit activates a set of actuator devices.

There are several types of actuators in use for stabilizing the compression system.

Among these, bleed valve actuators have been the most commonly used. Pinsely et al.

42

,

studied the use of the throttle valve as actuator in a centrifugal compressor surge control,

and achieved a 25% reduction in the mass flow rate. Bleed valve control is discussed in

References [40]-[42].

Other types of actuators include variable inlet guide vanes, re-circulation,

loudspeakers, movable plenum walls, and air injections. Figure 2.7 shows a schematic of

these passive and active control methods.

2.3.2 COMPUTATIONAL STUDIES OF COMPRESSOR PERFORMANCE

AND CONTROL

As stated in Section 2.1, many attempts have been made to increase the operating

range of the compression system using appropriate detection and control devices. Over

the past five decades, considerable research has been done on both axial (References

[21]-[24] & [44]-[46]), and centrifugal compressors (References [47]-[49]). One goal of

these studies is the prediction of component performance, e.g. pressure ratio and

efficiency. It is obvious that even a small improvement in the efficiency of a commercial

aircraft engine can result in huge saving in yearly fuel costs. Therefore, turbomachinery

designers are extremely interested in tools that give good qualitative and quantitative

predictions of turbomachinery performance, and may be used in aerodynamic design.

24

One efficient method for investigating complex flow phenomena in rotating

machinery is computational fluid dynamics. The earliest numerical study of compressor

instabilities, to this author’s knowledge, is the work by Takata and Nagano

50

in 1972.

They used a finite difference method to solve the nonlinear flow equations. The flow was

treated as incompressible, and Laplace and Poisson equations were used to model the

flow within the inlet and exit ducts, respectively.

During the past decade computational fluid dynamics has undergone an impressive

evolution, providing engineers and designers with the capability to model and study 3-D

unsteady flows. There are several reasons for the scarcity of CFD-based turbomachinery

performance calculations in the early literature. One reason is that pressure field

calculations are relatively independent of viscous effects and can be obtained with simple

models. On the other hand, system losses and efficiency are strongly dependent on

viscous effects and require careful attention to the viscous terms, artificial viscosity,

turbulence modeling, and grid resolution to obtain satisfactory results. A second reason

for the scarcity of CFD studies is the inability of early computers to perform large

viscous flow calculations. A third reason is that validation data, such as detailed pressure

and velocity measurements, are difficult to obtain in turbomachines, due to the small size

and the high speeds of the components involved

62

.

In recent literature, several researchers have presented detailed investigations of

turbomachinery performance using CFD. However, most of their calculations were

extracted from 2-D codes. For example, Davis et al.

51

predicted loss buckets for

25

transonic compressor cascades in 1986; loss and exit flow angle were calculated for

turbine and fan cascades by Chevrin and Vuillez

52

using the 2-D code of Cambier et al.

53

;

and the effects of turbulence modeling on turbine blades were studied by Boyle

54

.

Thanks to the massive increase in computing power and the development of

sophisticated post-processing and visualization tools, time-accurate 3-D simulations of

rotary machines are now possible. Furthermore, with the availability of an AGARD

Advisory Report for computational test cases of internal flow, researchers now have

access to excellent data for validation of the turbomachinery codes. A number of 3-D

CFD codes for detailed modeling of turbomachinery flow fields exist. Srivastava and

Sankar

55

, Dawes

56

, Hah et al.

57

, Adamczyk et al.

58

, Hall

59

, Hathaway et al.

60

, Wood at

al.

61

, and Chima et al.

62

, among others, have developed 3-D codes that have the capability

to analyze unsteady turbomachinery flow with multiple blade passages and/or rotor-stator

interactions. However, most of these applications have been applied only to steady-state

phenomena in axial and radial compressors. There has been little or no effort in

numerically modeling and studying off-design conditions by CFD methods using the full

Navier-Stokes equations. Many researchers have also simulated rotating stall and surge

in axial compressors using simple 1-D and 2-D codes, e.g. References [63]-[65].

In an effort to model unsteady flow within a compression system, a 3-D

compressible unsteady flow solver for turbomachinery has been developed at Georgia

Institute of Technology by Niazi, Stein and Sankar, References [66]-[70]. This solver is

capable of solving multiple flow passages in an inertial reference frame, and can be

26

extended to multistage compression systems that are currently used in gas turbines. In a

previous study, this code has been applied to a NASA low speed centrifugal compressor

(LSCC) configuration at both design and off-design conditions

66-67

. The CFD

simulations captured the onset of surge within the compression system. Two different

active control schemes, a diffuser bleed valve and air injection, were implemented. It

was shown that these control schemes could suppress the stall and significantly extend

the useful operating range of the compressor

66-67

. Stein

70

simulated surge with both

steady and pulsed air injection control in centrifugal compressors using this three-

dimensional time accurate compressible flow solver, while considering one single flow

passage. To the knowledge of this author, this is the first time such flow control

simulations based on the full set of 3-D Navier-Stokes equations have been done.

27

Figure 2.1 Rotating stall inception.

Figure 2.2 Transient response of system in rotating stall, Reference [14].

28

Figure 2.3 Part-Span rotating stall with different stalled cells, Reference [12].

Figure 2.4 Full-Span rotating stall with different stalled cells, Reference [12].

29

Pressure

Mass Flow Rate

Stalled

Unstalled

A

B

Figure 2.5 Compressor map with the stalled flow characteristic, Reference [13].

Figure 2.6 Transient response of system in surge, Reference [14].

30

Figure 2.7 Types of active and passive compressor control schemes.

Air Injection

Movable Plenum Walls

Guide Vanes

Bleed Valves

Pressure

Sensors

Controller

Bleed Valve

Air

Injection

Recirculation Control

31

3 CHAPTER III

MATHEMATICAL AND NUMERICAL FORMULATION

In order to analyze flow details in compressors, solution of the 3-D Navier-Stokes

equations is required. The complex nature of the governing equations limits the

analytical solutions to simple flows and configurations. Therefore, numerical techniques

are required for more complex problems. In this chapter the mathematical formulation

and numerical tools employed in this study are documented. A comprehensive overview

of CFD methods may be found in References [71] and [72].

In Section 3.1 unsteady compressible flow equations are presented. The numerical

discretization process and an approximate factorization solution algorithm used in the

flow solver are given in Sections 3.2 and 3.3, respectively. The turbulence modeling

method implemented in this work is discussed in Section 3.4. In Section 3.5 the initial

and boundary conditions are described.

3.1 GOVERNING EQUATIONS

The system of partial differential equations for the conservation of mass, momentum

and energy in fluid flow are known as the Navier-Stokes equations. These equations are

derived from first-principles and from thermodynamic considerations. The Navier-

Stokes equations describe the physics of 3-D, unsteady compressible viscous flow,

32

subject to some stress-strain rate relationships. In this study, calorically perfect

Newtonian fluids, obeying the Stokes linear stress-strain rate law, have been considered.

In three-dimensional Cartesian coordinates, the conservative form of the equations in

vector form is given below:

z

T

y

S

x

R

z

G

y

F

x

E

t

q

∂

∂

+

∂

∂

+

∂

∂

·

∂

∂

+

∂

∂

+

∂

∂

+

∂

∂

(3-1)

Here, q is the state vector with unknown flow variables: density ρ, velocity components

in x, y, z direction (u, v, w, respectively) and total energy, E

t

. The quantities E, F, G are

inviscid flux terms, and R, S, T represent viscous terms. The state vector and inviscid

flux terms are:

¹

¹

¹

¹

¹

¹

¹

;

¹

¹

¹

¹

¹

¹

¹

¹

'

¹

·

t

E

w

v

u

q

ρ

ρ

ρ

ρ

,

¹

¹

¹

¹

¹

¹

¹

;

¹

¹

¹

¹

¹

¹

¹

¹

'

¹

+

+

·

u p E

uw

uv

p u

u

E

t

) (

2

ρ

ρ

ρ

ρ

,

¹

¹

¹

¹

¹

¹

¹

;

¹

¹

¹

¹

¹

¹

¹

¹

'

¹

+

+ ·

v p E

vw

p v

uv

v

F

t

) (

2

ρ

ρ

ρ

ρ

,

¹

¹

¹

¹

¹

¹

¹

;

¹

¹

¹

¹

¹

¹

¹

¹

'

¹

+

+

·

w p E

p w

uw

uw

w

G

t

) (

2

ρ

ρ

ρ

ρ

(3-2)

Furthermore,

1

]

1

¸

+ + + · ) (

2

1

2 2 2

w v u T C E

V t

ρ (3-3)

33

Here, C

V

is the specific heat at constant volume and T is the temperature. Also, p is

pressure, and is related to total energy and velocity as follows:

RT p ρ · (3-4)

1

]

1

¸

+ + − − · ) (

2

1

) 1 (

2 2 2

w v u E p

t

ρ γ (3-5)

In Equation (3-5), γ is the specific heat ratio, and since the working fluid is air, a value of

1.4 is used. The viscous terms are:

¹

¹

¹

¹

¹

¹

¹

;

¹

¹

¹

¹

¹

¹

¹

¹

'

¹

+ + +

·

x xz xy xx

xz

xy

xx

q w v u

R

τ τ τ

τ

τ

τ

0

,

¹

¹

¹

¹

¹

¹

¹

;

¹

¹

¹

¹

¹

¹

¹

¹

'

¹

+ + +

·

y yz yy y

yz

yy

yx

q w v x u

S

τ τ τ

τ

τ

τ

0

,

¹

¹

¹

¹

¹

¹

¹

;

¹

¹

¹

¹

¹

¹

¹

¹

'

¹

+ + +

·

z zz zy zx

zz

zy

zx

q w v u

T

τ τ τ

τ

τ

τ

0

(3-6)

where

34

z z y x zz

y z zy yz

y z y x yy

x z zx xz

x y yx xy

x z y x xx

u w v u

w v

u w v u

w u

v u

u w v u

µ λ τ

µ τ τ

µ λ τ

µ τ τ

µ τ τ

µ λ τ

2 ) (

) (

2 ) (

) (

) (

2 ) (

+ + + ·

+ · ·

+ + + ·

+ · ·

+ · ·

+ + + ·

(3-7)

and

z

T

k q

y

T

k q

x

T

k q

z

y

x

∂

∂

− ·

∂

∂

− ·

∂

∂

− ·

(3-8)

In these equations, µ is the molecular viscosity and k is the thermal heat conduction

coefficient of the fluid. In Equation (3-7), λ , from the Stokes hypothesis, is µ

3

2

− .

All quantities in the Navier-Stokes equations have been non-dimensionalized by

their corresponding reference values. The following reference parameters have been used

in this work:

γ

ρ

ρ ρ ρ

2

inlet the of upstream ambient,

inlet the of upstream ambient,

,

ref ref

ref

ref

ref

ref

V

p

a a V

edge trailing blade the at rotor the of Diameter L

·

· ·

· ·

·

∞

∞

(3-9)

35

3.2 DISCRETIZATION OF THE GOVERNING EQUATIONS

Analytical solution of the Navier-Stokes equations is limited to simple geometries.

Therefore, for complex geometry and flows with highly non-linearity, numerical

techniques must be used to find approximate solutions. In numerical methods, solutions

are found for discrete points at different time levels. Several techniques, such as finite

difference methods, finite volume methods, and finite element methods, exist for

numerically solving the Navier-Stokes equations. The finite volume method is commonly

used in fluid dynamic problems. One of the advantages of this method is that

discontinuous phenomena, such as shock waves, can be handled. In the finite volume

method in three-dimensional space, the flow is divided into a finite number of hexagonal

cells.

In this study, the 3-D unsteady compressible Reynolds-averaged Navier-Stokes

equations are recast in integral form, and solved using a finite volume scheme.

The integral form of Equation (3-1) is:

∫∫∫ ∫∫ ∫∫ ∫∫

⋅ + + · ⋅ − ⋅ + + +

∂

∂

V S S

G

S

ds n k T j S i R dS n V q dS n k G j F i E dV

t

q r

r r r

r

r

r

r r r

) ( ) (

(3-10)

Here, V and S refer to the control volume and control surface area respectively, and

n

r

represents the outward normal vector to surface S. The term

G

V

r

refers to the velocity

36

of the surface S. In Equation (3-10), the state vector q is evaluated at the cell vertices, as

shown in Figure 3.1, and the surface integrals are computed at the six faces surrounding

the control volume:

[ ]

1

]

1

¸

+

+

1

]

1

¸

+ +

1

]

1

¸

+ ·

∆ ⋅ − ∆ + + · ⋅ − ⋅ + +

− +

− + − +

∑

∫∫ ∫∫

2

1

, ,

2

1

, ,

,

2

1

, ,

2

1

, , ,

2

1

, ,

2

1

) ( ) (

k j i k j i

k j i k j i k j i k j i

G

Faces All

z y x

s S

G

G G

F F E E

S n V q S Gn Fn En dS n V q dS n k G j F i E

) )

) ) ) )

r

r

r

r

r

r r r

(3-11)

where [ ]

k j i

S n V q Gn Fn En E

G z y x

k j i

, ,

2

1

) (

, ,

2

1

t

∆ ⋅ − + + ·

t

r

r )

[ ]

k j i

S n V q Gn Fn En F

G z y x

k j i

,

2

1

,

) (

,

2

1

,

t

∆ ⋅ − + + ·

t

r

r )

(3-12)

[ ]

2

1

, ,

) (

2

1

, ,

t

∆ ⋅ − + + ·

t

k j i

S n V q Gn Fn En G

G z y x

k j i

r

r )

Viscous fluxes, R, S, and T, likewise are handled as follows:

S Tn Sn Rn dS n k T j S i R

Faces All

z y x

s

∆ + + · ⋅ + +

∑

∫∫

) ( ) (

r

r r r

(3-13)

37

The inviscid fluxes, E

)

, F

)

, and G

)

are calculated implicitly using Roe's flux

difference scheme

73-78

as described by Liu and Vinokur

79

. At a cell interface, the

numerical flux f

Num

(which is an approximation to E

)

, F

)

, or G

)

) is given by:

[ ] [ ] S q q q q A q f q f f

L R R L R L Num

∆

1

1

1

]

1

¸

− − + ·

4 4 4 4 8 4 4 4 4 7 6 4 4 4 8 4 4 4 7 6

Term Viscosity Artificial Term Flux Physical

) ( ) , (

~

2

1

) ( ) (

2

1

(3-14)

where

1

1

1

1

1

1

]

1

¸

−

+

+

+

·

1

1

1

1

1

1

]

1

¸

−

+

+

+

·

t R R R

z R R R R

y R R R R

x R R R R

R R

R

t L L L

z L L L L

y L L L L

x L L L L

L L

L

n p H U

n p w U

n p v U

n p u U

U

q f

n p H U

n p w U

n p v U

n p u U

U

q f

0 0

) ( , ) (

ρ

ρ

ρ

ρ

ρ

ρ

ρ

ρ

(3-15)

and ∆S is the cell area of the face where f

Num

is calculated. The quantity A

~

is defined as:

1

~

−

Λ · T T A , assuming that the original matrix is given by

1 −

Λ ·

∂

∂

· T T

q

f

A . The matrix

T contains the eigenvectors of A, which Λ contains the eigenvalues. These quantities are

in general complex number, but are real numbers for Euler equations. In Equation (3-

14),

L

q and

R

q are the primitive variables vectors to the left and the right of the cell

interfaces and are defined as:

38

1

1

1

1

1

1

]

1

¸

·

1

1

1

1

1

1

]

1

¸

·

R

R

R

R

R

R

L

L

L

L

L

L

p

w

v

u

q

p

w

v

u

q

ρ ρ

, (3-16)

The quantities, U and H

0

are the relative velocity normal to the cell face, and total

enthalpy, respectively and are defined as:

n V V U

G

r

r r

⋅ − · ) ( (3-17)

p E H

t

+ ·

0

(3-18)

and

n V n

G t

r

r

⋅ − · (3-19)

Again,

G

V

r

is the grid velocity at the face where f

Num

is being calculated, and

n

r

is the unit

normal vector to this face

.

A four-point stencil, with Roe’s Superbee limiter

78

to control the high frequency

oscillations near shocks, was used to compute the left and right values of primitive

variable vectors at each cell interface. For example,

L

q and

R

q at cell face

2

1

+ i , as

shown in Figure 3.2, can be written as:

39

) (

6

1

) (

3

1

) (

3

1

) (

6

1

1 2

2

3 1

2

1 1

1

2

1 1

2

1

+ +

−

+

+

+

+

+

+

−

+

−

+

−

− Φ − − Φ − ·

− Φ + − Φ + ·

i i

i

i i

i

i R

i i

i

i i

i

i L

q q q q q q

q q q q q q

(3-20)

and

[ ] ) 2 , min( ), 1 , 2 min( , 0 max ) (

,

) ( , ) (

1

1

2

1

1

1

2

1

2

1

2

1

2

1

2

1

r r r

q q

q q

r

q q

q q

r

r r

i i

i i

i

i i

i i

i

i i i i

· Φ

−

−

·

−

−

·

Φ · Φ Φ · Φ

+

− −

+

−

+ +

−

−

+

−

+

+

−

+

−

(3-21)

The second term in Equation (3-14), using Liu and Vinokur

79

formula, can be

expanded as:

n L R R L

N q q q q q q A

2

*

1 1

~

~

) ( ) , (

~

δ δ λ + + ∆ · − (3-22)

where

a

U

a

p

~

~

2

~ ~

~

2

~ ~

~ 3 2

2

3 2

1 1

∆

−

+

∆

,

_

¸

¸

+

+ − ·

ρ

λ λ λ λ

λ δ (3-23)

40

a

p

U

~

2

~ ~

~

2

~ ~

~ 3 2 3 2

1 2

∆

−

+ ∆

,

_

¸

¸

+

+ − ·

λ λ

ρ

λ λ

λ δ (3-24)

S

U

n

n

n

N

H

w

v

u

q

z

y

x

n

∆

1

1

1

1

1

1

1

]

1

¸

·

1

1

1

1

1

1

1

1

1

]

1

¸

·

~

0

,

~

~

~

~

~

1

~

0

*

ρ

(3-25)

and

a U

a U

U

~

~ ~

~

~ ~

~ ~

3

2

1

− ·

+ ·

·

λ

λ

λ

(3-26)

In Equations (3-22) through (3-26), the quantities marked by “~” are calculated using

Roe averaging, defined as:

R L

ρ ρ ρ ·

~

(3-27)

R L

R R L L

u u

u

ρ ρ

ρ ρ

+

+

·

~

(3-28)

41

R L

R R L L

v v

v

ρ ρ

ρ ρ

+

+

·

~

(3-29)

R L

R R L L

w w

w

ρ ρ

ρ ρ

+

+

·

~

(3-30)

R L

R R L L

H H

H

ρ ρ

ρ ρ

+

+

·

~

(3-31)

n V n k w j v i u U

G

r

r

r

r r r

⋅ − ⋅ + + · )

~ ~ ~

(

~

(3-32)

The difference, ∆, in Equations (3-22) through (3-24) represents the change in the

quantities across the cell interface, for example:

L R

p p p − · ∆ (3-33)

3.3 NUMERICAL SOLUTION OF THE DISCRETIZED EQUATIONS

The 3-D unsteady compressible Reynolds averaged Navier-Stokes equations are

solved numerically using a time marching scheme. This involves solving the governing

equations at each time step by marching in time from an initial flow condition with

appropriate boundary conditions, discussed later in Section 3.5.

As seen earlier, the discretized form of the governing equation is:

42

( )

∑

∑

∆ + + −

∆ − ·

∆

∆ − ∆

+

Faces All

z y x

Faces All

Num

n

k j i

n

k j i

S Tn Sn Rn

S f

t

V q V q

, ,

1

, ,

) ( ) (

(3-34)

This equation set is highly nonlinear, and links the finite volume cell (i, j, k) to its

neighbors (i+1, j, k), (i+2,j,k) etc. Direct numerical solution of this equation set is not

feasible. A non-iterative scheme, which may be viewed as the first iteration scheme, was

used.

All terms in Equation (3-34) were first expanded about known flow quantities at the

time level “n”:

∑ ∑ ∑

∆ −

∂

∂

+

,

_

¸

¸

∆ ·

,

_

¸

¸

∆

+

+

Faces All

n n Num

n

Faces All

Num

n

Faces All

Num

S q q

q

f

S f S f ) ( )

1

1

(3-35)

The viscous terms were logged by one time step. That is:

( ) ( )

n

Faces All

z y x

n

Faces All

z y x

S Tn Sn Rn S Tn Sn Rn

1

]

1

¸

∆ + + ·

1

]

1

¸

∆ + +

∑ ∑

+1

(3-36)

Bringing the unknown quantities to the left side, we get:

43

( )

( )

n

z y x

n

Num

n

n

Tn Sn Rn

S f q A V

t

q

) (

) (

) (

∑

∑ ∑

+ + −

∆ − · ∆ +

∆

∆

)

(3-37)

where (∆q)

n

=q

n+1

- q

n

.

Computing

q

f

A

Num

∂

∂

·

)

is costly. Instead, the following approximate form was used:

S

S n V n

q

G

n

q

F

n

q

E

A

G z y x

∆ −

∆

1

]

1

¸

⋅ −

,

_

¸

¸

∂

∂

+

∂

∂

+

∂

∂

·

I

max

λ

r

r )

(3-38)

where

max

λ is given by:

( ) a n V V

G

+ ⋅ − ·

r

r r

max

λ (3-39)

Finally, (∆q)

cell face

is defined as the average of (∆q) at all centers. This leads to a

seven-diagonal system linking the (∆q) value at node (i, j, k) with its five neighbors (it1,

j, k), (i, jt1, k), and (i, j, kt1).

44

This seven diagonal system of linear equations was solved by a three-factor scheme.

The factorization algorithm has been described in detail by Pulliam et al.

80

. Details of

the equations, the algorithm, and sample numerical calculations can be found in that

report, and many classical text books.

The solution of the matrix equations is obtained through a block lower-upper

decomposition (LU) and the application of the Thomas algorithm

71

. The advantage of

this algorithm is that direct inversions of the entire block matrices are not required.

3.4 TURBULENCE MODELING

In the most practical flows within turbomachines, the Reynolds number is high and

the flow is turbulent. Time and length scales of the turbulent flows are extremely small.

To capture the turbulence effects directly from the Navier-Stokes equations, the grid

resolution would need to be extremely high. To reduce the computational time, the

RANS (Reynolds Average Navier-Stokes System of equations) are solved in this work,

which simply requires replace of m and k with (µ + µ

t

) and (k + k

t

) respectively, where µ

t

and k

t

are “eddy” viscosity and “eddy” conductivity, respectively.

In this work, a one-equation turbulence model, the Spalart-Allmaras

81

model, has

been used for computing µ

t

=ρν

t

. Also,

t

p t

t

c

k

Pr

µ

· .

This model involves a number of constants:

c

b1

= 0.1335, c

b2

= 0.622, σ =2 /3, κ = 0.41,

σ κ

) 1 (

2

2

1

1

b b

w

c c

c

+

+ ·

45

cw2

= 0.3, c

w3

= 2, c

v1

= 7.1, c

t1

= 1, c

t2

= 2, c

t3

= 1.1 , c

t4

= 2

The eddy viscosity,

t

ν , is given by:

1

~

v t

f ν ν · ,

3

1

3

3

1

v

v

c

f

+

·

χ

χ

,

ν

ν

χ

~

· (3-40)

Here, ν is the molecular viscosity. The quantity ν

~

is the working variable and can be

calculated by solving the following partial differential equation

[ ]

2

1

2

12

2

1

1

2

2 2 1

~

)

~

(

~

)

~

.((

1

~

~

) 1 (

~

U f

d

f

c

f c

c S f c

Dt

D

t

b

w w

b t b

∆ +

1

]

1

¸

1

]

1

¸

−

+ ∇ + ∇ + ∇ + − ·

ν

κ

ν ν ν ν

σ

ν

ν

(3-41)

Where S is the magnitude of the vorticity,

2

2 2

~

~

v

f

d

S S

κ

ν

+ · ,

1

2

1

1

v

v

f

f

χ

χ

+

− · (3-42)

Here, d is the distance to the closest wall.

The function f

w

is:

46

6 / 1

6

3

6

6

3

1

1

]

1

¸

+

+

·

w

w

w

c g

c

g f , where ) (

6

2

r r c r g

w

− + · ,

2 2

~

~

d S

r

κ

ν

· (3-43)

The wall boundary condition is 0

~

· ν . In the free-stream, 0

~

· ν is best, provided

numerical errors don’t push ν

~

to negative values near the edge of the boundary layer. The

same is applied to the initial condition. The function f

t2

is:

) exp(

2

14 13 2

λ c c f

t

− · (3-44)

Finally,

the trip function f

t1

is obtained from the following equation:

[ ]

2 2 2

2

2

12 1 1

exp(

t t

t

t t t

d g d

U

c g c f +

∆

− ·

ω

(3-45)

where ) , 1 . 0 min(

z

U

g

t

t

∆

∆

·

ω

and

t

ω is the wall vorticity at the trip point and d

t

is the

distance from the field point to the trip point, a user specified transition location.

This PDE was also recast in an integral form, and solved using a three-factor

approximate factorization scheme.

47

3.5 INITIAL AND BOUNDARY CONDITIONS

Since the Navier-Stokes equations are parabolic in time and elliptic in space, initial

and boundary conditions must be supplied and play a significant role in obtaining a

meaningful solution. In this section, the implementation of the initial and boundary

conditions is presented.

3.5.1 INITIAL CONDITIONS

At the start of the calculations, the flow properties everywhere in the system are

assumed to be uniform, what is called as a cold start. For example, the pressure values

equal the downstream pressure, and the u- velocity is set to a value consistent with the

specified total temperature T

0

at the inlet. As the compressor begins to draw the fluid in,

the pressure at the inlet drops relative to the outflow. The mass flow rate begins to

gradually change with time. It reaches either an asymptotically steady state or a limit

cycle oscillation, depending on whether the compressor is operating close to design

conditions, or at off-designed stalled conditions. The analysis can also use a previously

stored solution file with a corresponding grid file, to restart the computations. In this

manner, the time-accurate calculations for the compressor are simply a continuation or

restart from the previous solution. In the present method the grid and solution are stored

every few hundred time steps, based on the user input, and these files may be used to

continue the calculations or visualize the flow field.

48

3.5.2 BOUNDARY CONDITIONS

Figure 3.3 shows the different types of boundary conditions on a compressor flow

passage. The following boundary conditions have been implemented in the analysis:

Inflow Boundary: At this boundary, the stagnation temperature, T

0

, and the total

pressure, p

0

, are assumed to be known. In the simulation of a compressor drawing the air

from the atmosphere, these quantities may be set as ambient conditions. In a multistage

compressor analysis, these quantities will be known at the downstream boundary of the

previous stage. The tangential components of velocity at the inflow boundary are set to

zero, assuming that there is no swirl at the inlet. It is possible within the framework of the

present boundary conditions to prescribe swirl, a non-uniform total pressure distribution,

and a non-uniform total temperature at the inlet. The fifth equation applied at the inlet

boundary condition is the one-dimensional Riemann characteristic equation, modeling the

effects of acoustic disturbances leaving the computational field through the inlet face.

This equation is:

0 ) (

5 5

·

∂

∂

− +

∂

∂

s

R

a V

t

R

n

(3-46)

where

n

V

a

R −

−

·

1

2

5

γ

and s is the distance in a direction normal to the inlet face.

49

Neglecting

t

R

∂

∂

5

, at every step, the speed of sound, a, and normal velocity, u

n

are found at

the inflow boundary from the relation:

0

5

·

∂

∂

s

R

(3-47)

interior

5 5

R R

inlet

· (3-48)

Or,

1

2

0

2

2

1

2

1

2

1

2

−

· +

−

−

−

· −

−

γ γ

γ γ

a

n

u

a

Interior

n

u

a

n

u

a

(3-49)

After computing the speed of sound and temperature, T, isentropic relations are used to

find the values of the density ρ and pressure p at the inflow boundary. Neglecting

t

R

∂

∂

5

was considered acceptable because the flow properties varied very slowly with time

at the inlet.

Outflow Boundary: It was assumed in this study that the flow from the vaneless

diffuser downstream of the rotor exhausts into a plenum chamber with a constant volume,

V

p

. Figure 3.4 shows a schematic of the compressor outflow boundary coupled with the

plenum. Conservation of mass in the plenum can be written as:

50

) (

plenum

t p

m m

dt

dm

& & − ·

(3-50)

plenum plenum

) (

dt

V d

dt

dm ρ

·

(3-51)

Here,

P

m&

is the mass flow rate at the diffuser exit, and

t

m&

represents the mass flow rate

at the plenum throttle, and V is the volume of the plenum and is constant, therefore:

plenum plenum

dt

d

V

dt

dm ρ

·

(3-52)

Inserting Equation (3-52) into Equation (3-50), we have:

t p

m m

dt

d

V & & − ·

plenum

ρ

(3-53)

The relationship between density and pressure is obtained by assuming isentropic state in

the plenum:

2

plenum

plenum

a

p

·

∂

∂

ρ

(3-54)

51

The combination of Equation (3-54) and (3-53) gives the plenum pressure formula:

) (

2

t p

p

p p

m m

V

a

dt

dp

& & − ·

(3-55)

A first order discretization of Equation (3-55) gives:

) (

1

t p

n

p

n

p

m m K p p & & − + ·

+

(3-56)

where a value of 0.20 for K is used in this study. This value determines the natural

frequency of the plenum chamber, and indirectly determines surge. The quantity

t

m&

is

an input parameter that represents the nominal mass flow rate and lets the compressor run

at different operating conditions. All other quantities such as the density and the three

components of velocity are extrapolated from the interior.

Solid walls: At the solid walls, a no slip boundary condition is used. This condition

is applied to the hub, casing and blade surfaces. The velocity on the walls of the inlet and

the diffuser is set to zero, while the velocity for grid points on the compressor blades and

the shaft, that part which is moving, is set equal to r

r

r

× Ω . The pressure, density and

temperature values at the solid surfaces are found from the interior, using relationships

such as ∂p/∂n=∂T/∂n=∂ρ/∂n=0, where n represents the direction normal to the solid

52

surface. Density, and pressure on the hub and shroud are all directly extrapolated from

the interior. On impeller surfaces, because of the non-orthogonality of the cells around

the blade surfaces, especially near the leading and trailing edges, a normal momentum

equation, described by Pulliam et al.

85

, is used in the normal direction to the blade

surfaces.

Periodicity: Since simulation of the entire flow in a compressor requires significant

computations and is very expensive, usually just a few of the blade passages are modeled.

Therefore, it is assumed that the flow through first blade and the last blade passage are

nearly identical and a periodic boundary condition is applied. At the blade-to-blade

interface boundaries, the flow properties are computed by averaging the properties on

either side of the periodic boundary. Figure 3.5 illustrates the periodic boundary

conditions for blocks A and B.

Zonal Boundary: As shown in Figures 3.3 and 3.5, neighboring zones share grid

lines on their boundaries. The flow properties at these boundaries are computed by

taking the average of the properties on the neighboring points, as shown in Figure 3.5.

Bleed Boundary: In this study, both open-loop and closed-loop control

methodologies using steady and unsteady bleeding were studied. In both control methods,

bleed valves are implemented circumferentially downstream of rotor, located on the

shroud. In the open-loop control, a fraction of the mass flow is removed through a valve

at a fixed rate. A schematic of the open-loop control used in this study is shown in

Figure 3.6. The numerical implementation of the bleed boundary condition into the flow

53

solver requires user-specification of the bleed valves location, bleed valve area, A

b

, and

bleed mass flow rate, b m

.

. From this information, the normal velocity may be written as:

b b

b

n

A

m

u

ρ

.

· (3-57)

Density, pressure and the two tangential components of velocity are extrapolated from

the interior, consistent with the subsonic flow at this boundary.

While simulating the closed-loop control, the mass flow rate through the bleed valve

is linked to pressure upstream of the compressor face by a control unit. The mass flow

rate through the bleed valve is controlled by the instantaneous amplitude of pressure

fluctuations sensed by the “computational” probes, which in this work were located near

30% of the tip chord, upstream of the compressor face. The bleed valve was activated

when the pressure sensors upstream of compressor face experienced high-pressure

fluctuations, as discussed in Chapter VI. Figure 3.7 illustrates the schematic of the

closed-loop control system used in this study. As in open-loop control, the density and

the tangential velocities are extrapolated from the interior.

54

Figure 3.1 Control volume and cell-vertex grid points.

Figure 3.2 Computation of inviscid flux terms on a cell face.

i

j

k

(i,j,k) (i+1,j,k)

Cell face at i +

2

1

i-1 i i+1 i+2

Right

Cell face i+1/2

Stencil for q left Stencil for q right

Left

55

Zonal boundaries:

Properties are averaged

on either side of the

boundary.

Inlet

boundary:

P

0

, T

0

, v, w

are specified.

Riemann-

invariant

extrapolated

from interior.

Solid

wall boundary:

No-slip

boundary

conditions.

0 ·

∂

∂

·

∂

∂

·

∂

∂

n

T

n n

p ρ

Periodic

boundaries:

Properties are

averaged on

either side of the

boundary.

Outlet

boundary:

t m

.

is specified.

All the other

quantities are

extrapolated from

the interior.

Figure 3.3 Boundary conditions used in the axial compressor analysis.

56

) (

2

t p

p

p p

m m

V

a

dt

dp

& & − ·

Figure 3.4 Compressor outflow boundary conditions.

Figure 3.5 Periodic and zonal boundary conditions.

Block B Block A

Periodic boundaries

Zonal boundary

Plenum

Chamber

u(x, y, z) = 0

a

p

= constant

Isentropic

Outflow

boundary

c

m& t

m&

P

m&

57

Pressure

Sensors

Controller Unit

Bleed Valve

Impeller

Figure 3.6 Implementation of bleeding as an open-loop active control.

Figure 3.7 Implementation of bleeding as a closed-loop active control.

One tip chord length

Impeller

Bleed Valve

58

4 CHAPTER IV

CODE VALIDATION STUDIES

The numerical scheme and boundary procedures described in Chapter III were coded

in a computational flow solver, called GT-TURBO3D. Results are presented in the

following three chapters. The solver first reads a main input data file. This main input

file controls the flow type (inviscid, laminar, turbulent), and the total number of time

steps. It also specifies the computational grid size and the number of grid blocks, to

perform the necessary initialization. It also reads nominal mass flow rate,

t

m& . Next, the

code reads the boundary condition setup data file to establish the appropriate boundary

conditions described in Section 3.4 on the different faces of each of the blocks. The

solver and the boundary conditions have been written in a general form so that most

multi-block, patched grid analyses can be performed with this code.

Most calculations were carried out on a Silicon Graphics Origin 2000 system using

two of the four available processors. Although the present implicit scheme can use large

time steps, the CFL numbers was kept at or below 2 in order to resolve the unsteady flow

in a time accurate manner. The calculations were generally run for several compressor

revolutions, before a steady state or a limit cycle oscillation (indicative of separation

and/or stall) was achieved. CPU time per time step was 3x10

-5

sec per grid point. The

59

mass flow rate across several streamwise planes was monitored and used as a

convergence criterion.

This chapter is organized as follows. The two axial compressor rotors used in this

study are introduced in Section 4.1. In this section, geometry configurations and

computational grids are described as well as their design operating characteristics. A

brief literature survey of work done by other researchers on these two configurations is

presented in Section 4.2. In Section 4.3, comparisons of the experimental data with the

CFD results are given in the form of contour plots, graphs, and velocity vectors at the

peak efficiency. Some grid sensitivity studies are also given.

4.1 DESCRIPTION OF THE CONFIGURATIONS STUDIED

Two different configurations have been chosen to study the compressor stall and

passive/active control methodologies. These configurations are the NASA Rotor 67 and

NASA Rotor 37 axial compressors. In this section, the configurations and the

computational grids are presented.

4.1.1 NASA TRANSONIC AXIAL FAN ROTOR (ROTOR 67)

The first geometry chosen to validate the code and simulate compressor stall control

was a transonic high-speed axial fan rotor, called NASA Rotor 67, shown in Figure 4.1.

This low aspect ratio rotor (σ=1.56) is the first stage rotor of a two stage transonic

fan designed and tested with laser anemometer measurements at the NASA Glenn

Research Center. The design pressure ratio is 1.63, at a mass flow rate of 33.25 kg/sec.

60

The rotor has 22 blades with tip radii of 25.7 cm and 24.25 cm at the leading and trailing

edge, respectively. The hub/tip radius ratio is 0.375 at the leading edge and 0.478 at the

trailing edge. The design rotational speed is 16043 RPM, and the tip leading edge speed

is 429 m/sec with a tip relative Mach number 1.38. To determine the rotor mass flow

rate, a calibrated orifice was used. A detailed description of blade and flow-path

geometry, as well as measured data on total pressure, temperature, static pressure and

flow angle data, may be found in Reference [82]. Figure 4.2 shows the locations where

velocities were measured for this compressor. The hub consists of two stationary and one

rotational segments. The rotor hub is in the region of -3.533 cm

< x < 7.106 cm and

rotational wall conditions were applied to this region.

In order to model the rotating stall, multiple flow passage should be considered. For

this purpose, a H-H-type grid, shown in Figure 4.3, with four compressor flow passages

was generated using the “Gridgen” meshing package. The grid was generated by loading

the geometry surface data from Reference [82] into the mesh package. In each flow

passage, the grid, called the baseline grid, has 32 and 21 cells in the radial and

circumferential directions, respectively. Sixty-six cells were placed in the streamwise

direction, of which 33 were located over the blade chord. A hyperbolic tangent node

point distribution near the surfaces was used to provide adequate resolution of the

boundary layers. The clearance gap was spanned by three cells in the radial direction.

The grid at the mid-span and the grid normal to the streamwise direction are shown

in Figures 4.4 and 4.5. Figure 4.6 shows the grids in the r-x plane, known as the

61

meridional plane. In this study, results in the form of vectors or contour plots are

presented on one of these planes. This is because three-dimensional visualizations of

flowfield in compressors are difficult due to configuration complexity, e.g. twisted

blades. Grid sensitivity studies were also performed to ensure that the baseline grid has

adequate resolution to resolve the leakage flow around the tip, the solid wall boundary

layers and the shock system. Simulations were also done on another grid with twice the

number of grid points in each of the three directions (4x131x63x41). Results for this

configuration are discussed in Section 4.3 of this chapter and the next two chapters.

4.1.2 NASA TRANSONIC AXIAL FAN ROTOR (ROTOR 37)

The second configuration of interest was a high-speed axial flow compressor, called

NASA Rotor 37. Rotor 37 is a NASA stage 37 rotor designed at the NASA Lewis

Research Center as a test compressor for a high-pressure ratio (20:1) compressor core of

an aircraft engine. The rotor design pressure ratio is 2.106 at a mass flow rate of 20.2

kg/sec. The rotor has a constant meanline diameter with a hub/tip radius ratio of 0.7. The

design rotational speed is 17188 RPM, producing a speed of 454.19 m/sec at the inlet tip.

The tip relative Mach number is 1.48. The clearance at the design is 0.36 mm. Details of

this compressor may be found in references [83] and [84].

Figure 4.7 shows the Rotor 37 configuration. Figure 4.8 shows a meridional view of

this rotor and the locations of laser anemometers at different stations. For this rotor, as for

Rotor 67, some part of the hub is rotating. At the hub, stationary wall boundary

62

conditions were applied in the region x < -0.264 cm and x > 4.521 cm, while rotational

boundary conditions were applied in the region –0.264 cm < x < 4.521 cm.

The grid for NASA Rotor 37 was generated with the same methodology that was

used for NASA Rotor 67. The grid is a H-H-type with four flow passages, shown in

Figure 4.9. It has 119x71x41 grid points in each flow passage in the streamwise,

spanwise and pitchwise directions, respectively. Nine points were placed in the clearance

gap. As in the case of NASA Rotor 67, the tip clearance gap was modeled and periodic

boundary conditions were applied. Results for this configuration are given in Section 4.4.

4.2 PREVIOUSLY REPORTED STUDIES ON ROTOR 67 AND ROTOR 37

CONFIGURATIONS

Rotor 67 is an AGARD test case and is suitable for CFD validation purposes.

Several researches have studied flowfields within this compressor. Studies conducted in

the stable part of the design speed operating line for Rotor 67 may be found in References

[85]-[92].

Effects of tip clearance gap on the flowfield have also been investigated by

Adamczyk et al.

85

and Chima

86

. Chima obtained the results for two different tip

clearance gap sizes, full and half, with an accurate modeling of the clearance gap. Effects

of shock boundary layer interaction and wake development are reported by Hah et al

91

.

End-wall and casing treatment for Rotor 67 may be found in Reference [92].

Rotor 37 was used to assess the prediction capabilities of turbomachinery CFD tools

in a blind test organized by the 1994 ASME/IGTI workshop. In the CFD assessment, the

63

Rotor 37 was tested in isolation by Suder et al.

93

. Several researchers computed the

complex flow field for this rotor for the stable branch of the performance map. These

results may be found in References [90], [94] and [95]. Bright et al

96

have studied the

dynamics for the Stage 37 during rotating stall.

4.3 PEAK EFFICIENCY RESULTS FOR ROTOR 67

The viscous flow solver, described earlier, has been validated for Rotor 67 and Rotor

37 compressor configurations. The flow solver had previously been used by this author

to simulate the flowfield in a low speed centrifugal compressor, called the NASA Low

Speed Centrifugal Compressor (LSCC, built and tested at NASA Glenn Research

Center). The results for the centrifugal compressor, including the comparison of CFD

predictions and experimental measurements such as blade pressure distributions, may be

found in References [66]-[67]. High-speed centrifugal compressors have also been

studied using this flow solver and computational-experimental comparison results can be

found in References [68] and [70]. Because the predominant thrust of the present study is

to model axial compressors, the LSCC validation results are not presented here.

In the present study, the flow solver was first applied to the simulation of flow

through the NASA Rotor 67 compressor at peak efficiency conditions, for which

experimental results may be found in Reference [82]. In this section, CFD results for

both the baseline grid and the fine grid are presented and compared with the experimental

data.

64

At the start of calculations, no restart solution files exist. Therefore, as pointed out

in Section 3.4.1, the flow properties in the computational domain were assumed to be

uniform and were set to their inlet freestream values. As the flowfield was advanced in

time, the pressure at the inlet drops relative to the outflow. The drop in pressure depends

on the compressor speed. Since NASA Rotor 67 is a high-speed compressor at its design

speed, the pressure drop, especially in the blade suction side near the leading edge, is

large and can produce non-physical pressure in that region. A start-up technique similar

to that in a real compressor during acceleration was used to avoid this problem. The flow

solver was applied to the rotor at three different speed levels: 30%, 50% and 100% of the

design speed. The steady solution at each time level was used as a restart solution file for

the next speed level. By this methodology, the pressure was allowed to drop in the

suction side of the blades gradually and a steady state solution was achieved. A useful

byproduct is performance data at off-design engine speeds.

At each time step, mass flow rates across the streamwise planes were calculated and

averaged along the streamwise direction from the rotor leading edge to the rotor trailing

edge. The averaged mass flow rate was considered as the mass flow rate through the

rotor and was used as a convergence criterion. To calculate the total pressure ratio, the

radial distributions of total stagnation pressure were mass averaged across the annulus.

The formula used was:

65

∫∫

∫∫

·

VdA

VdA

p

p

p

p

ρ

ρ

01

02

01

02

(4-1)

Here, P

02

and P

01

are the stagnation pressure at station 2 and station 1, shown in Figure

4.2.

In this study 20 time steps per degree of revolution were used. Therefore, one rotor

revolution required about 7000 computational time steps. For the baseline grid, the time

required to perform one compressor revolution (where blades rotate 360°) was between 9

and 12 hours, using either one or two processors of the Origin 2000. In the fine grid, the

running time was increased to 65 hours for one rotor revolution. Figures 4.10 and 4.11

show the fluctuations of mass flow rate and total pressure ratio. The computed mean

mass flow rate was 34.23 kg/sec on the baseline grid, and the corresponding

measurement data is 34.61 kg/sec (1.2% difference). The mass flow rate on the fine grid

was identical to that on the baseline grid, up to 3 significant digits. These figures show

that the mass flow and total pressure fluctuations at this operating condition are very

small (less than 1%).

Figure 4.12 shows a comparison between the CFD predictions and the measured

normalized axial velocity distribution at the inlet survey station 1 (Figure 4.2). The

velocity is normalized by critical velocity at standard day conditions, V

STD

=310.63

m/sec. CFD results are given for both fine and baseline grids. The computed axial

velocity showed only a slight difference between the fine grid and the baseline grid.

66

Good agreement between the measurements and the predictions was obtained. It is also

seen that the grids have enough resolution to capture the boundary layer profiles near the

walls (hub and shroud).

The flow pattern inside a transonic fan like the NASA Rotor 67 is very complicated

due to phenomena such as a 3-D shock system, shock-boundary layer interaction,

clearance flow and three-dimensional separation. Figures 4.13 through 4.15 show

comparisons between the computed and measured relative Mach number at two different

span locations. Figure 4.13 shows the relative Mach number contours at the 30% span

location, measured from the hub. The corresponding experimental contours were

obtained from Reference [87]. There are several reasons the experimental data do not

usually produce good quality contour maps. Background noise, problems associated with

laser anemometer blade flash and data drop-out, non-uniform survey spacing, and

inadequate measurement locations in viscous regions and the boundary layer and wake all

produce poor quality plots. The experimental contours in Figure 4.13 were produced by

Pierzga et al.

87

, who smoothed and interpolated the measurements to fill the zero velocity

data using information from the adjacent survey points in both the streamwise and

pitchwise directions. The smoothing and interpolation procedures may be found in

Reference [87]. The inlet mach number is 0.95 and the flow exits at a Mach number of

about 0.60. As in experimental results, the CFD calculations showed that most of the

flow at this span location is subsonic. However, small regions of supersonic flow, with

relative Mach numbers about 1.05 were observed on the forward position of the suction

67

surface of the blades. The computed results in Figure 4.13 show shear layers over the

blade and in the wake. These are not visible in the experimental contour plots. As

mentioned earlier, this may be due to the lack of adequate measurement locations in the

viscous regions.

Figures 4.14 and 4.15 show the measured and computed relative Mach number at

90% span at two different azimuthal locations. The horizontal axes were normalized by

the chord at the corresponding span locations. Zero percent and 100% chord on these

plots represent the blade leading and trailing edge, respectively. The comparisons

generally agree well and a shock structure was observed. The computed relative Mach

number showed a maximum difference of five percent between the baseline grid and fine

grid.

The static pressure contours and the shock locations in the four flow passages at two

different radial locations, 30% and 70% span, are illustrated in Figure 4.16. This figure

demonstrates how the pressure through the compressor builds up. At both these radial

locations, the pressure drops on the blades suction surfaces as a consequence of flow

acceleration, in the same way an airfoil behaves. At 70% span, the pressure gradient is

much higher than at 30% span, and a bow shock occurs. All of the four flow passages

showed identical pressure distributions, indicating the flowfield is identical and well

converged in all blade passages.

Figure 4.17 shows the relative velocity profile at mid-span on three blade passages,

viewed from the top of the rotor. It is seen that the shock nearly covers the gap between

68

the blades, suggesting choke conditions are imminent. Velocity profiles are well behaved

in the blade passages with no evidence of reversed flow. Flow properties and the velocity

flowfield were almost identical from blade to blade. The relative velocity vectors on a

plane normal to the rotor axial direction is given in Figure 4.18. This figure shows the

cross flow and does not show any stall cells. Such a well-behaved flow is, of course,

expected at the peak efficiency conditions.

To visualize the shock-boundary layer interaction, relative velocity vectors near

the blade surfaces and inside the boundary layer are plotted in Figure 4.19 and 4.20.

Near the suction side just after the shock, a very strong outward flow in the radial

direction was observed, as shown in Figure 4.19. This outward flow pattern has also

been reported in References [89] through [92]. The shock is very strong from the tip to

40% of the span and causes the boundary layer to separate immediately aft of the shock.

Below 40% of span from the tip of the blade, as discussed by Hah

91

, the outward flow is

not directly due to the shock-boundary layer interaction, but is related to a conventional

adverse pressure gradient. As pointed out by Chima

89

, the flow is also strongly

influenced by a vortex roll-up on the leading edge close to the blade root. Flow near the

pressure side of the blades, shown in Figure 4.20, is more streamlined because no shock

forms on this surface boundary layer. In these figures the results shown are on both fine

and baseline grid. These figures and the preceding results showed that the baseline grid

has enough resolution to capture all the important phenomena occurring in this

compressor. Because of the large number of computations involved in surge and rotating

69

stall simulations, the baseline grid was used in simulations of off-design operating

conditions, as well as in the passive and active bleed control calculations.

Figure 4.21 illustrates the meridional velocity profile at the peak efficiency at

mid-passage. The overall flow field is well attached and behaved. Small regions of

reversed flow between the blade tip and the shroud were observed in an enlarged view,

shown in the same figure. This reversed flow and the leakage tip vortex play dominant

roles in triggering surge and rotating stall, as discussed later.

70

90

70

50

30

10

Figure 4.1 NASA Rotor 67 configuration, Reference [82].

Figure 4.2 Laser anemometer and aerodynamic locations for Rotor 67, Reference

[90].

51.4 cm

71

Figure 4.3 Computational grid for Rotor 67.

Figure 4.4 Streamwise computational grid at midspan for Rotor 67.

72

Figure 4.5 Pitchwise computational grid for Rotor 67.

Figure 4.6 Computational grid in the meridional plane for Rotor 67.

73

Figure 4.7 NASA Rotor 37 configuration, Reference [84].

Figure 4.8 Laser anemometer and aerodynamic locations for Rotor 37, Reference

[90].

74

Figure 4.9 Computational grid for Rotor 37.

Figure 4.10 Time history of mass flow rate fluctuations about mean flow at peak

efficiency conditions (Rotor 67).

-1

-0.6

-0.2

0.2

0.6

1

0 1 2 3

M

a

s

s

f

l

o

w

R

a

t

e

F

l

u

c

t

u

a

t

i

o

n

s

(

k

g

/

s

)

Rotor Revolution, Ωt/2π

Ω Ω

75

0.00

0.10

0.20

0.30

0.40

0.50

0.60

0.70

0.00 0.20 0.40 0.60 0.80 1.00

Fraction of Span from Hub to casing

U

/

V

S

T

D

CFD-Baseline Grid

Laser Measurment

CFD-Fine Grid

Figure 4.11 Pressure and mass flow rate fluctuations at peak efficiency conditions

(Rotor 67).

Figure 4.12 Comparison between experiments and present results of inlet axial

velocity at peak efficiency conditions (Rotor 67).

- 50

- 30

- 10

10

30

50

- 40 - 30 - 20 - 10 0 10 20 30 40

% Pressure

Fluctuations

% Mass Flow Rate Fluctuations

76

Figure 4.13 Comparison between experiments and present predictions of relative

Mach number contours at 30% span at peak efficiency (Rotor 67).

Measured

(Reference 87)

Computed

77

0.6

0.8

1

1.2

1.4

1.6

-125 -50 25 100 175

% Chord

M

CFD-Baseline Grid

CFD- Fine Grid

experimental

0.6

0.8

1

1.2

1.4

1.6

-125 -50 25 100 175

% Chord

M

CFD-Basedline Grid

CFD-Fine Grid

experimental

Figure 4.14 Comparison between experiments and present results of relative Mach

number at 90% span and 30% pitch at peak efficiency (Rotor 67).

Figure 4.15 Comparison between experiments and present results of relative Mach

number at 90% span and 50% pitch at peak efficiency (Rotor 67).

78

Figure 4.16 Static pressure contours at 30% and 70% span at peak efficiency

(Rotor 67).

30% Span

70% Span

79

Figure 4.17 Relative velocity profile at mid-span at peak efficiency (Rotor 67).

Figure 4.18 Secondary flow in the circumferential direction at peak efficiency

(Rotor 67).

80

Fine Grid

LE

TE

Shock

Baseline Grid

Figure 4.19 Flow field near blade suction surface at peak efficiency (Rotor 67).

81

Fine Grid

Hub

Casing

Baseline Grid

Figure 4.20 Flow field near blade pressure surface at peak efficiency (Rotor 67).

82

Casing

LE

Tip

(

Figure 4.21 Flow field at mid-passage at peak efficiency (Rotor 67).

83

5 CHAPTER V

RESULTS AT OFF-DESIGN CONDITIONS

In the previous chapter, the stable operating, peak efficiency condition results for the

compression system NASA Rotor 67 were discussed. It was shown that at this operating

point, the mass flow and pressure fluctuations are very small. Furthermore, no azimuthal

disturbances (stall cells) were observed and the flow was circumferentially uniform.

However, as pointed out in Chapters I and II, as the mass flow rate through the

compressor is decreased from this stable point to the surge line, disturbances grow and

lead the system to unstable conditions. Investigation of the flowfield at off-design

conditions is one of the goals of this study, and is documented in this chapter

In this chapter, the computational results for the two axial compressors introduced in

Chapter IV, are presented at different operating conditions. Results include the

characteristic performance maps, the time history of the flow at selected points on these

curves, velocity vectors and pressure contour plots of the flowfield, and time traces of

pressure upstream of the compressor face using computational probes located around the

circumference of the compressor. Results for the Rotor 67 compressor are presented in

Section 5.1. The calculations for the Rotor 37 are given in Section 5.2.

84

5.1 ROTOR 67 RESULTS

Results from CFD unsteady calculations for the compressor NASA Rotor 67 at two

different operating conditions are discussed in this section. In Section 5.1.1, results at

the onset of stall are presented. Stalled flow results are given in Section 5.1.2.

5.1.1 ONSET OF STALL

As mentioned earlier, the performance map of a compression system is the relation

between the total to total pressure ratio and the compressor mass flow. In real life, the

characteristic performance map of a compressor is obtained by changing the compressor

mass flow rate using a throttle valve in the plenum.

In this study, the flow solver was applied to the NASA Rotor 67 for 10 different

operating conditions to construct the overall rotor performance map. The backpressure is

calculated from Equation (3-56) with a user specified mass flow rate at the plenum exit.

From the pressure difference between the compressor inlet and diffuser exit, the mass

flow rate through the compressor can be computed, and the operating point obtained. The

radial distributions of total temperature and stagnation pressure are mass averaged across

the annulus.

The calculated total pressure ratios at full speed are plotted against the normalized

mass flow and compared to experimental data in Figure 5.1. Both calculated and

experimental data are nondimensionalized by their corresponding choked mass flow rate.

This kind of normalization removes uncertainties in the experimental mass flow rates.

The reported choked mass flow rate for the NASA Rotor 67 is 34.96 kg/sec and the

85

calculated value is 34.72 kg/sec (0.7% difference). It is seen that the performance map

agrees well with the experimental data. Three points, A, B and C, indicated on the

performance map, are the operating points where the detailed flowfield was studied.

Point A in Figure 5.1 is related to the peak efficiency condition, and its corresponding

results were studied in the previous chapter. Here, the CFD calculations for the other two

points, B and C, are discussed.

The adiabatic efficiency of a compressor is the ratio of the ideal input work needed

to raise the total pressure of a working fluid from a pressure value P

01

to a new value P

02

,

to the actual work needed to accomplish this task. The adiabatic efficiency of the

compressor can be found by using:

a

s

ad

W

W

· η (5-1)

where W

s

and W

a

are the isentropic and actual work done on the flow, respectively.

These can be found as follows:

) (

) (

01 02

.

01 02

.

T T c m W

T T c m W

p a

p s

s

− ·

− ·

(5-2)

Applying isentropic relationship for point 1 and 2:

86

γ

γ 1

01

02

01

02

−

,

_

¸

¸

·

p

p

T

T

s

(5-3)

and using Equations (5-1) to (5-3), we get :

1

1

01

02

1

01

02

−

−

,

_

¸

¸

·

−

T

T

p

p

ad

γ

γ

η (5-4)

The radial distributions of total temperature and stagnation pressure are mass

averaged across the annulus and are obtained from Equation (4-1) and the following

equation:

∫∫

∫∫

·

VdA

VdA

T

T

T

T

ρ

ρ

01

02

01

02

(5-5)

Figure 5.2 shows the comparison of measured and computed adiabatic efficiency for

different operating conditions. The predicted peak efficiency occurs at a slightly higher

mass flow rate as compared to the experimental results.

87

Stall inception in compressor experimental studies is normally detected by hot-

wire probes placed in a stationary frame around the circumference of the compressor. In

the present study, four “numerical” probes were circumferentially located in a stationary

system 30% of the tip chord upstream of the rotor blade row, as shown in Figure 5.3.

The probes were placed in the mid-pitch of each of the flow passages and at 90% of the

span from the hub. At each computational time step the probes calculated the axial

component of the flow velocity and the corresponding pressure.

Figures 5.4 shows the fluctuations of mass flow rate and total pressure ratio for

operating point B on the compressor map in Figure 5.1. The computed mean mass flow

rate was 31.6 kg/sec and the corresponding measurement data at the onset of stall is 92%

of choked flow, or 32.1 kg/sec. (~1.6% difference). Compared to the mass flow and

pressure fluctuations at point A in Figure 4.11, it can be seen that the fluctuations at this

point increased by about 15%. The amplitude of the flow oscillations at point A was less

than 1%.

The spatial average of static pressure from the probes upstream of the compressor

face is shown in Figure 5.5. The averaged pressure fluctuated between 0.57 and 0.67 of

the about value at the inlet face, 16% of its mean value. Figure 5.6 illustrates the

deviations of the static pressure of each of the four probes from their azimuthally

averaged values. For clarity, the time traces shown in Figure 5.6 are shifted vertically by

a constant interval. All the probes showed same amount of deviation and are very close

to zero, indicating the flow was periodic from blade to blade. In the other words, no

88

evidence of circumferential disturbances was observed, even though the amplitudes of the

mass and total pressure fluctuations are about 15% and 10% of the mean values,

respectively.

Figure 5.7 depicts the time traces of the spatial average of the axial velocity

component upstream of the compressor face. The axial velocity fluctuations were small

and there was no reversed flow for this operating condition.

5.1.2 ROTATING STALL AND MODIFIED SURGE SIMULATIONS

Decreasing the mass flow rate to 84.6% of the choked mass flow rate (29.4 kg/sec)

causes the compressor to experience very large amplitude fluctuations of both mass flow

rate and total pressure ratio. Figure 5.8 shows the time history of the mass flow rate for

about 25 rotor revolutions. Limit cycle oscillations with a frequency of about

70

1

blade

passage frequency, equal to 84 Hz, was observed. The total pressure ratio fluctuation

versus the mass flow fluctuation is illustrated in Figure 5.9. A comparison of Figures 5.9

and 5.4 indicates that as the mass flow rate through the compressor is decreased by six

percent, from point B to point C in Figure 5.1, the amplitude of the total pressure ratio

oscillation increases from 10% to 50%. Vector plots in meridional planes and pressure

contour plots in circumferential planes were used to study the effects of these large flow

fluctuations on the flowfield.

In Chapter IV, it was shown that at peak efficiency conditions, generally the flow

was well aligned and just a small region of reversed flow in the clearance gap was

89

observed (see Figure 4.21). Figure 5.10 illustrates the growth of this reversed flow and

flow separation at operating point C at three different time instances. These vector plots

are shown in the meridional plane at the midpitch of one of the flow passages. The rapid

growth of the tip leakage vortex over one and half rotor revolution causes some reversed

flow in the inlet near the casing.

The static pressure contours in the circumferential plane upstream of the compressor

face for operating conditions C are illustrated in Figure 5.11 at one instance in time. In

this figure, darker regions represent low-pressure areas and the lightly shade regions

correspond to high-pressure areas. It was observed that the low-pressure regions are

moving in the opposite direction of the shaft rotation, in a rotating frame. The spatial

averages of axial velocity and static pressure from the probes readings are shown in

Figure 5.12. Three different levels of amplitude with high frequency fluctuations,

indicated by sections I, II, and III, were observed in this figure. These levels can be

called as recovery level, precursor level and stall level. The amplitude of fluctuations for

both pressure and axial velocity in the recovery level, section I, were very small, about

3% of their average. After about one revolution, the amplitude of fluctuations increased

to 20% (precursor level, section II), and lasted for approximately half of the rotor

revolution. Finally the stall cycle leads to a very large fluctuations, 50%, in stall level

(section III), for one compressor revolution.

A power spectral density analysis was performed to determine the dominant

frequencies of the averaged static pressure fluctuations. The results are shown in Figure

90

5.13. This figure shows that the dominant frequency of these azimuthal disturbances is

about 100 Hz, which is about 38% of the rotor frequency.

Figure 5.14 illustrates the deviation of axial velocity from the spatial averaged axial

velocity (shown in Figure 5.12) for all of the four probes. As in Figure 5.6, the time

traces shown in this figure are shifted vertically by a constant interval. It was observed

that the probes experienced same axial velocity magnitude for about 1.5 rotor revolutions,

followed by a different velocity magnitude in each probe for approximately another 1.5

revolutions. Figures 5.11 to 5.14 indicate that the flow is not symmetric from one blade

passage to the next and a part span rotating stall occurs. From the above discussion, it is

believed that the compressor at this operating condition, point C, is experiencing a three

dimensional instability that is similar to a modified surge, which is a combination of

rotating stall and surge.

5.2 ROTOR 37 SIMULATIONS

The second configuration, which was briefly studied, was the compressor NASA

Rotor 37. As mentioned earlier, Bright et al.

96

at NASA Glenn Research Center have

obtained surge and rotating stall data for this compressor. The experimental data are for

the Stage 37, which includes Stator 37 and Rotor 37. In this study only Rotor 37 was

simulated, and the effects of stator and rotor interaction were not evaluated. No one-to-

one comparisons with the experimental measurements were attempted, due to date

availability.

91

The flow solver was applied to the NASA Rotor 37 for seven different operating

conditions. The same methodology used in Section 5.1.1 was applied to study

compressor operation at 70% of design speed, which was about 12000 RPM. This RPM

corresponds to the compressor RPM in the NASA test.

From these results, the compressor performance map was extracted and is shown in

Figure 5.15. Good agreement between the computed results and measured data was

observed.

The time history of the mass-flow rate and total pressure ratio at the selected points

A, B and C, indicated on the performance map, are plotted in Figure 5.16. The mass flow

rate for point A was 15.0 kg/sec, and at this operating point calculations showed very

small fluctuations (~1%). At point B, the mass flow was 13.5 kg/sec and the mass flow

fluctuations increased to 5% of the mean flow. The computed result for point C was

about 12 kg/sec, with 15% fluctuations in the mass flow.

To investigate azimuthal disturbances, computational probes one tip chord upstream

of the compressor face were used. Figure 5.17 shows the deviation of pressure

magnitudes from the circumferentially averaged pressure. This figure indicates that the

pressure disturbances were small compared to the 15% fluctuations in mass flow at this

operating condition. Spectral power density for these azimuthal disturbances was plotted

in Figure 5.18. This figure revealed that these disturbances had a very high content

frequency (1-8 kHz) with small amplitudes. These high frequency small disturbances

may be due to fine scale boundary layer phenomena. Figure 5.17 indicates that the

92

compressor experienced a one-dimensional disturbance, which may referred to as a mild

surge. We call this a surge because the pressure fluctuations at all four probes are nearly

identical, with no phase difference indicative of a rotating stall.

93

0.84

0.86

0.88

0.9

0.92

0.94

0.88 0.9 0.92 0.94 0.96 0.98 1

E

f

f

i

c

i

e

n

c

y

Experiment

CFD

.

.

Choked

m

m

Figure 5.1 Comparison of measured and computed characteristic performance map

(Rotor 67).

Figure 5.2 Comparison of measured and computed adiabatic efficiency (Rotor 67).

.

.

Choked

m

m

A

B

C

1.3

1.35

1.4

1.45

1.5

1.55

1.6

1.65

1.7

1.75

1.8

0.82 0.84 0.86 0.88 0.9 0.92 0.94 0.96 0.98 1

T

o

t

a

l

P

r

e

s

s

u

r

e

R

a

t

i

o

CFD

Experiment

94

Figure 5.3 Locations of the computational probes (Rotor 67 and Rotor 37).

Ω

I

II

III

IV

I

II

III

IV

Ω

95

Figure 5.4 Pressure and mass flow rate fluctuations at the onset of stall, operating

point B (Rotor 67).

Figure 5.5 Time history of averaged pressure computed by probes upstream of the

compressor face at operating point B (Rotor 67).

-50

-30

-10

10

30

50

-40 -30 -20 -10 0 10 20 30 40

% Pressure

Fluctuations

% Mass Flow Rate Fluctuations

Rotor Revolution, Ωt/2π

ref

P

P

96

Figure 5.6 Time history of pressure deviation from its azimuthally averaged

pressure upstream of the compressor face at operating point B

(Rotor 67).

Figure 5.7 Time history of averaged axial velocity computed by probes upstream of

the compressor face at operating point B (Rotor 67).

Rotor Revolution, Ωt/2π

∞

a

u

Rotor Revolution, Ωt/2π

ref

P

P P −

97

-50

-30

-10

10

30

50

-40 -30 -20 -10 0 10 20 30 40

% Pressure

Fluctuations

% Mass Flow Rate Fluctuations

Figure 5.8 Time history of mass flow rate fluctuations at operating point C

(Rotor 67).

Figure 5.9 Pressure and mass flow rate fluctuations at operating point C (Rotor 67).

Rotor Revolution, Ωt/2π

.

m(kg/sec)

98

a) After ½ Rotor Cycle

b) After 1 Rotor Cycle

c) After 1.5 Rotor Cycle

Figure 5.10 Temporal growth of reversed flow at operating point C (Rotor 67).

99

Ω Ω

Low static

pressure regions

Figure 5.11 Instantaneous circumferential pressure fields at operating point C

(Rotor 67).

100

Figure 5.12 Time history of averaged axial velocity and pressure computed by

probes upstream of the compressor face at operating point C

(Rotor 67).

Rotor Revolution, Ωt/2π

ref

P

P

I

II III

∞

a

u

101

Figure 5.13 Power spectral density of the azimuthally averaged pressure

fluctuations upstream of the compressor face at operating point C

(Rotor 67).

Figure 5.14 Time history of axial velocity deviation from its azimuthally averaged

axial velocity upstream of the compressor face at operating point C

(Rotor 67).

Rotor Revolution, Ωt/2π

∞

−

a

u u

Frequency Hz

Power Spectral

Density of Pressure

102

Figure 5.15 Computed and measured characteristic performance map at 70%

design speed (Rotor 37).

Figure 5.16 Fluctuations of total pressure ratio versus mass flow rate at different

operating conditions (Rotor 37).

Mass Flow Rate (kg/sec)

A

B

C

1

1.2

1.4

1.6

10 12 14 16 18

T

o

t

a

l

P

r

e

s

s

u

r

e

r

a

t

i

o

Experiments

CFD

103

ref

P

P P −

Rotor Revolution, Ωt/2π

Figure 5.17 Time history of pressure deviation from its azimuthally averaged

pressure upstream of the compressor face at operating point C

(Rotor 37).

Figure 5.18 Power spectral density of pressure deviation from its azimuthally

averaged pressure fluctuations upstream of the compressor face at

operating point C (Rotor 37).

Power

Spectral

Density of

Pressure

Deviation

104

6 CHAPTER VI

ACTIVE CONTROL STUDIES OF ROTOR 67 CONFIGURATION

Axial compressors operate in regimes where both rotating stall and surge impose

limits on low flow rate operability. The useful operating range can be as small as 10

percent of the design flow rate. For example, in the compressor Rotor 67 described in the

previous chapters, the surge line occurs at 92% of the choked flow. In the other words,

the stable operating range in this rotor is just 8% of the maximum delivery flow.

Therefore, control methodologies are necessary for extending the stable operating range

of compressors. Control strategies designed to enhance the operability of compressors

must address rotating stall, surge, and their interaction. In recent years, there has been

much work on improving operating range of compression systems using active and

passive control methods. These methods were discussed in Section 2.3 and schematically

shown in Figure 2.7.

Ever since the Moore-Greitzer

23-24

model became available, work on feedback

stabilization methods for compressors has been extensive and a considerable number of

papers have been published. One of the most common of these methods is bleeding.

Since its application in early compressors more than 60 years ago, bleeding has been used

for engine start-up purposes. Bleeding has also been used over the past two decades to

shift the surge line to lower mass flow. Fisher

41

used a bleed valve in a centrifugal

105

compressor at various compressor shaft speeds. At the maximum speed, 78000 RPM, the

surge line was decreased by 21% toward the low mass flow rate side. Between 50000

and 70000 RPM, this shift was 28% to 31%. In a series of experiments, Pinsley et al.

42

studied centrifugal surge control using throttle valves as actuators, and a 25% reduction

of mass flow rate prior to onset of surge was achieved. The amount of bleeding has been

reported ranges from 1 to 10 percent of the mean flow

40-43

. Eveker et al.

97

were one of

the first groups to report successful experimental implementation of a bleed valve

controller. In the series of papers published by Yeung and Murray

40

, and Wang et al.

98

,

at Cal Tech, analysis of bleed valve rate requirements for suppressing rotating stall are

presented. Yeung et al.

40

experimentally showed that the rate of bleeding may be reduced

by injecting air downstream of the compressor face. They showed that by one to two

percent air injection, the rate of bleeding could be reduced by 30%. Prasad et al.

99

at

Georgia Tech used bleeding in the plenum to reject surge in axial and centrifugal

compressors.

In this study, two types of bleeding were considered. The first one is a simple

steady bleeding control, referred to as open-loop control. The second type is an unsteady

bleeding linked to the pressure fluctuations upstream of the compressor face. This is

referred to as closed-loop control. The bleed valves in both cases were located one tip-

chord downstream of the rotor blades. This chapter discusses the CFD results for the two

control methods applied to the NASA Rotor 67 compressor. In Section 6.1, results for

106

the open-loop control are presented. Section 6.2 deals with the results for the closed-loop

control.

6.1 OPEN-LOOP CONTROL STUDIES

In open-loop control, a fraction of the mass flow rate is removed through a valve

placed on the compressor casing. Such a steady bleeding is inefficient and must be turned

off during design operations. A bleed valve will have its own throttle characteristic,

which can be tailored to enhance the stable operation of the compressor. A schematic of

the steady bleeding is shown in Figure 3.6.

In this study, to simulate the open-loop control, it was assumed that flow is removed

at a constant rate in an azimuthally uniform rate. The fraction of mass flow rate and the

locations of the bleed valves are specified by the user. As pointed out in Section 3.6, the

normal velocity component is calculated from the amount of the bleed flow and the bleed

area, as shown in Equation (3-57).

To see the effects of the open-loop control on the flow field, a 3.2% of the mean flow

bleed was applied to the unstable operating condition at point C, shown in Figure 6.1.

Figure 6.2 shows the velocity vectors at the azimuthal plane at midpitch with the passive

bleed control after 1.5 rotor revolutions. It may be recalled that the compressor

experienced modified stall at the unstable branch (B-C) of the compressor map. A

comparison between Figures 6.2 and 5.10 (reproduced here for convenience) shows that

the compressor casing is seen to restore attached flow over much of the whole

compressor.

107

Figure 6.3 shows the fluctuations in mass flow rate and total pressure ratio for this

steady bleed condition. The computed mean mass flow rate entering the plenum was

30.4 kg/sec, which is 87.5% of the choked flow rate, and the mean total pressure ratio

was 1.65. This operating point is shown in the Figure 6.1, indicated by point D. In

Figure 6.1, the horizontal axis is the mass flow rate through the compressor before

bleeding, c m

.

, and the vertical axis is the total pressure ratio for the whole system

including the bleeding. As can be seen, a 3.2% bleed brings the compressor to a new

operating point, D. This is because removing some high-pressure air from the

compressor causes a reduction in the total pressure at the rotor exit, and reduces the total-

to-total pressure ratio of the rotor. Also, a comparison between Figure 5.9 and Figure 6.3

(reproduced here for convenience) reveal that this open-loop bleeding reduces the

amplitude of total pressure oscillations by 75%.

Referring back to the performance map with open-loop control shown in Figure

6.1, it is seen that the stable operation of the engine has been extended to 87.6% of the

choked mass flow rate, giving effectively a 38.2% increase in the operating range of the

compressor.

Another way to compare the controlled-operating point D in the performance map

with the other operating conditions is given in Figure 6.4. In this figure, the vertical axis

represents the non-dimensional pressure rise and the horizontal axis is the mass flow rate

entering the plenum, p m

.

, which is b c m m

. .

− , where b m

.

is the bleeding mass flow rate

through the bleed valve. A 3.2% bleed from the operating point C brings the compressor

108

to a new operating condition D. The reason for choosing the horizontal axis to be p m

.

is

to compare the throttle position for this point with the throttle positions for other points in

the compressor performance map. Under steady state conditions t p m m

. .

· , where t m

.

is

the throttle mass flow rate. From a knowledge of t m

.

and gage pressure ∆p at throttle

valve, the corresponding throttle characteristic K

t,

was calculated as follows:

p K m

t

t ∆ ·

.

(6-1)

The throttle characteristic map was obtained by using the calculated K

t

at point D and

Equation (6-1) for different mass flow rates, and is plotted as a dashed line in Figure 6.4.

In other words, the dashed line represents all the points having the same throttle position.

A comparison between Figure 6.1 and Figure 6.4 shows that even though the bleeding

was applied to point C, bringing the compressor to the operating point D, the operating

point D has the same throttle characteristic as point F in the performance map. From this

point of view, the branch B-D is a stable branch of the performance map. The useful

mass flow rate, representing flow that goes into downstream components, is 29.43 kg/sec.

This is a useful extension of the operating conditions. Without open-loop control the

system will enter into modified surge at mass flow rates below 31.6 kg/sec (point B).

To understand why and how the bleed-air mechanism works, the flow field was

examined. Figure 6.5 shows a comparison between the non-dimensional axial velocity at

109

point C, a stalled and unstable condition, after three different rotor cycles, and point D, a

stable condition achieved with bleed valve control. The data was acquired near the

leading edge at mid-passage of the compressor. It is seen that local reversed flow regions

first originate near the blade leading edge. If left unchecked, this flow region grew

temporally and spatially, leading the compressor to an uncontrolled growth of mass flow

rate and pressure fluctuations. When 3.2% of the total flow rate entering the inlet was

removed from the compressor, the reversed flow regions near the leading edge

disappeared and a stable operating condition was restored

As in operating points B and C, four “numerical” velocity probes were implemented

circumferentially at the upstream of the compressor face, shown in Figure 5.3, to trace

the axial velocity component. The spatially averaged values of axial velocity and static

pressure from the probes readings are shown in Figure 6.6 and 6.8. Compared with

results for point C in the Figure 5.12 (reproduced as part of Figure 6.6), the probes

showed only very small fluctuations and reversed flow was completely eliminated.

Figure 6.7 illustrates the deviation of axial velocity from the spatially averaged axial

velocity for all of the four probes. The time traces shown in this figure are shifted

vertically by a constant interval. It is observed that all of the probes are identical and no

circumferential disturbances indicative of rotating stall were observed. A comparison

between Figure 5.14 and Figure 6.7 (reproduced here for convenience) reveal that the

open-loop control eliminates the stall cells. Figures 6.6 through 6.8 show that the

compressor is in stable operation.

110

6.2 CLOSED-LOOP CONTROL STUDIES

In the previous section, the effects of open-loop control on the flowfield were

discussed. As mentioned earlier, such a steady preset bleeding is inefficient and must be

turned off when the compressor operates close to design conditions. Therefore, a closed-

loop active control methodology was studied. The closed-loop control was applied to the

NASA Rotor 67 configuration, and results are presented in this section.

In this approach, the bleed rate was linked to pressure amplitudes upstream of the

compressor face, which monitored by a control unit. This control unit received the

pressure signals from some probes located upstream of the compressor face, determined

the amount of bleeding needed, and activated the bleed valve. The mass flow of the

bleed valve is linked to the instantaneous amplitude of pressure fluctuations acquired by

the “computational” probes. The bleed valve was activated whenever the pressure

sensors in the upstream of compressor face experienced high-pressure fluctuations. The

amount of air that is removed, b m

.

, is related to the gage pressure ∆p at the bleed

location:

p A K m

b b

b ∆ ·

.

(6-2)

In Equation (6-2), K

b

is the bleed valve constant and is related to the valve geometry.

Quantity A

b

is the bleed valve area and

111

∞

− · ∆ p p p

b

(6-3)

where

b

p and

∞

p are the pressure at the bleed location and ambient pressure,

respectively. The pressure, density, and the two components of tangential velocity were

extrapolated from the interior. The normal velocity at the bleeding points was calculated

using Equation (6-2):

b

b

n

p k

u

ρ

∆

· (6-4)

Figure 3.7 illustrates the schematic of the closed-loop diffuser-bleed valve control

used in this study.

The following parameters, which are user inputs, identify the active bleed

configuration:

- Bleeding locations

- Pressure sensor locations

- Bleed characteristic constant

- Permitted upper and lower limits of pressure for the pressure sensors

In this study, the “numerical” probes were located at 30% tip chord upstream of the

compressor face. The bleed valve was placed one tip chord downstream of the rotor. As

in open-loop bleeding, the bleeding under feedback control was circumferentially

uniform on each of the flow passages. At each time step, if the pressure values at the

112

probes were out of the permitted fluctuation limits, the bleed valve removed some air

from the compressor.

The closed-loop control was applied to point C, in Figure 6.1. Figure 6.9 shows the

circumferential averaged pressure fluctuation of the four probes at operating point C

without bleed control. As pointed out earlier, three levels of amplitudes were observed.

The bleed valve was not activated for the first two lower amplitude levels, the recovery

and precursor levels. As shown in Figure 6.8, the upper permitted limit of the inlet

pressure fluctuations was set to 0.67P

∞

and the lower one was chosen 0.54P

∞

. The

characteristic constant value K

b

in Equation (6-2) was chosen to be 3.0. This value was

chosen to ensure the rate of mass bleeding flow was less than 2% of the mean flow.

Figure 6.10 shows the fluctuations of total pressure ratio versus mass flow rate

fluctuations. This operating condition is referred as point E in the performance map,

Figure 6.1. A comparison with Figure 5.9 shows that the amplitude of fluctuations were

reduced by 30% and 40% in total pressure ratio and mass flow rate, respectively, when

closed-loop control was used. However, the reduction in the total pressure fluctuations

was larger for open-loop control. As mentioned earlier, the horizontal axis in Figure 6.1

is the mass flow rate through the compressor before bleeding. Figure 6.1 shows that the

closed-loop approach restores the stable operating condition at a higher pressure ratio.

Figure 6.11 shows the pressure rise across the compressor stage versus the mass flow

rate entering the plenum. In this figure, a methodology similar to the one used in open-

loop control was used to compute the throttle characteristic, K

t

, and plot the throttle

113

characteristic map. From Figure 6.11, it can be seen that the controlled operating point E

has the same throttle position as the unstable operating point G. It should be mentioned

that the air bleeding rates for operating points D and E were different. At the operating

point D (open-loop control) the mass flow rate p m

.

was 30.41 kg/sec, whereas at point E

(closed-loop control), the mass flow rate was 30.03 kg/sec. The averaged bleed flow rate

at operating point E was about 1.8 percent of the mean flow rate, where at point D, it was

3.2%. Also, from Figure 6.11, it can be concluded that the useful mass flow rate can be

as low as 29.49 kg/sec without instabilities.

The spatial average of axial velocity from the probes’ readings is shown in Figure

6.12. Compared to results for point C in the Figure 5.14, the amplitude of the axial

fluctuations was reduced, and no reversed flow was observed. The fluctuations were

large compare to the 3.2% steady bleeding case. Figure 6.13 illustrates the deviation of

axial velocity from the spatially averaged axial velocity shown in Figure 6.12. The

velocity time traces shown in this figure are shifted vertically by a constant interval. It is

observed that the probes show small circumferential disturbances. The amplitude of

these disturbances was only 20% of the disturbance amplitude for the unstable operating

point C, shown in Figure 5.14. From Figures 6.10 and 6.13, it may be concluded that the

compressor is in a stable operating condition at point E.

114

The table below summarizes the calculations reported in this study. It is clear that

both open-loop and closed-loop controls provide a useful extension of the stall margin in

the system.

Cases studied

c m

.

(kg/sec)

b m

.

(kg/sec)

b c p m m m

. . .

− ·

(kg/sec)

% o Extension of

operability margin

100

. .

. .

x

m m

m m

Stall of Onset Choked

c Stall of Onset

−

−

Stalled condition

operating point C 29.4 ____ 29.4 Unstable

Open-loop control

operating point D 30.41 0.973 29.437 38.2

Closed-loop control

operating point E 30.03 0.541 29.49 50.3

Table 6.1 Summary of stall margin extension for the two control schemes studied.

115

Choked

c

m

m

.

.

1.3

1.35

1.4

1.45

1.5

1.55

1.6

1.65

1.7

1.75

1.8

0.82 0.84 0.86 0.88 0.9 0.92 0.94 0.96 0.98 1

T

o

t

a

l

P

r

e

s

s

u

r

e

R

a

t

i

o

CFD without Control

CFD with Open-Loop Control

CFD with Close-Loop Control

Experiment

A

B

C

D

E

Stable Controlled

Conditions

Figure 6.1 Characteristic performance map with bleed control (Rotor 67).

Plenum

Chamber

c

m&

t

m&

P

m&

b

m&

116

Without control, operating point C.

Figure 6.2 Velocity profile with/without open-loop control (Rotor 67).

3.2% Bleed

With open-loop control, operating

point D.

117

Figure 6.3 Total pressure ratio and mass flow rate fluctuations with/without open-

loop control (Rotor 67).

-50

-30

-10

10

30

50

-40 -30 -20 -10 0 10 20 30 40

% Pressure

Fluctuations

% Mass Flow Rate Fluctuations

Without control, operating point C

% Mass Flow Rate Fluctuations

% Pressure

Fluctuations

With open-loop control, operating point D

-50

-30

-10

10

30

50

-40 -20 0 20 40

118

Figure 6.4 Characteristic performance map with throttle characteristic for open-

loop control (Rotor 67).

Plenum

Chamber

c

m&

t

m&

P

m&

b

m&

0.6

0.7

0.8

0.9

1

1.1

1.2

28 29 30 31 32 33 34 35

CFD without Control

CFD with Open-Loop Control

Throttle Characteristic

sec) / (

.

kg mp

ref

P

P ∆

A

B

C

D

F

119

Figure 6.5 Spanwise distribution of axial velocity at mid-passage near the leading

edge (Rotor 67).

0

20

40

60

80

100

-0.40 -0.20 0.00 0.20 0.40 0.60 0.80

U/Uinf

After 1.5

revolution

After 0.5

revolution

3.2%

bleeding

120

Figure 6.6 Time history of axial velocity with/without open-loop control (Rotor 67).

Rotor Revolution, Ωt/2π

Without control, operating point C

∞

a

u

Rotor Revolution, Ωt/2π

With open-loop control, operating point D

∞

a

u

121

Figure 6.7 Time history of axial velocity deviation from its azimuthally averaged

axial velocity with/without open-loop control (Rotor 67).

Rotor Revolution, Ωt/2π

Without control, operating point C

∞

−

a

u u

Rotor Revolution, Ωt/2π

With open-loop control, operating point D

∞

−

a

u u

122

Figure 6.8 Time history of static pressure under open-loop control (Rotor 67).

Figure 6.9 Upper and lower limit of pressures that trigger closed-loop control

(Rotor 67).

Rotor Revolution, Ωt/2π

ref

P

P

Rotor Revolution, Ωt/2π

ref

P

P

Pressure lower limit

Pressure upper

limit

123

Figure 6.10 Total pressure ratio and mass flow rate fluctuations under closed-loop

control (Rotor 67).

Figure 6.11 Characteristic performance map with throttle characteristic for closed-

loop control (Rotor 67).

-50

-30

-10

10

30

50

-30 -20 -10 0 10 20

% Mass Flow Rate Fluctuations

% Pressure

Fluctuations

0.6

0.7

0.8

0.9

1

1.1

1.2

28 29 30 31 32 33 34 35

CFD without Control

CFD with Close-Loop Control

Throttle Characteristic

A

B

C

E

G

sec) / (

.

kg mp

ref

P

P ∆

124

Figure 6.12 Time history of axial velocity under closed-loop control (Rotor 67).

Figure 6.13 Time history of axial velocity deviation from its azimuthally averaged

axial velocity upstream of the compressor face under closed-loop control

(Rotor 67).

Rotor Revolution, Ωt/2π

∞

−

a

u u

Rotor Revolution, Ωt/2π

∞

a

u

125

7 CHAPTER VII

CONCLUSIONS AND RECOMMENDATIONS

In the present work, a three-dimensional unsteady Navier-Stokes analysis capable of

modeling multistage turbomachinery components has been developed. This method uses

a cell-vertex finite volume scheme to solve the governing equations in a body-fitted

rotating coordinate system. The scheme is third order accurate in space and first or

second order in time. A one-equation Spalart-Allmaras turbulence model equation was

implemented in the solver to account for the turbulence effects. The analysis can also use

a previously stored solution file with the corresponding grid file, to restart the

computations.

A number of code-validation studies have been done for centrifugal and axial

configurations. Studies have also been done to understand some of the mechanisms

behind rotating stall and surge. Open-loop bleed control and closed-loop control methods

have been studied and are demonstrated to stabilize the system. To the author’s

knowledge, this is the first application of a fully 3-D unsteady viscous flow analysis for

modeling axial compressor control in this fashion.

In this chapter, the conclusions of this research are presented in Section 7.1. The

recommendations for further work in the future are given in Section 7.2.

126

7.1 CONCLUSIONS

The following items are concluded from the current work:

1- Three-dimensional unsteady flow solvers such as the one developed here are

valuable tools for modeling and understanding rotating stall and surge. These

methods are suitable for identifying “hot spots” in the flow field, for redesigning

the system (e.g. casing treatment), and for developing flow control devices for

the system.

2- The plenum-chamber downstream plays a critical role in surge development.

The exchange of energy between the plenum chamber and the flow inside the

blade passages is a major mechanism for surge. Therefore, devices and

mechanisms that directly alter the pressure levels in the plenum chamber are an

effective way of controlling surge. This observation has been numerically

demonstrated in this work.

3- Inlet disturbances can trigger rotating stall. The stall cells in the present

simulation appear to rotate at 38% of the rotor RPM, in the direction of the rotor

rotation. This phenomenon is consistent with experimental observations. It

should be possible to mitigate rotating stall through careful redesign of the inlet,

through guide vanes, or through active control (e.g. jets).

4- Rotating stall and surge phenomena are often accompanied by temporally

growing pressure and velocity fluctuations in the inlet upstream of the

compressor face. These oscillations may roughly be divided into these

127

categories: precursor, stall, and recovery. It should therefore be possible to use

these oscillations, in particular the precursors, to trigger open-loop or closed-loop

control. While this has been known for some time, this is the first time precursor

waves have been used in a numerical simulation to detect and automatically

control rotating stall, surge, and modified surge.

5- It should be possible to establish simple rule-based control laws linking the inlet

pressure fluctuations to the amount of actuation needed. A very simple law that

triggers bleeding whenever the upstream pressures exceeded a preset level user

was found to be effective. This law also accounted for the bleed valve

characteristics.

7.2 RECOMMENDATIONS

The following items are suggested to extend the current work:

1- The outlet boundary conditions at off-design conditions play a dominant role in

simulating the instability developments appropriately. In this work, a simple

unsteady boundary condition was introduced, and a nominal fixed mass flow rate

controlled the compressor operation. Another type of outlet boundary condition, that

should be tested, is to let this nominal mass flow through the throttle also fluctuate

with time. In this manner both backpressure and throttle mass flow vary at each time

step. This boundary may be written as:

128

) (

2

t c

p

p p

m m

V

a

dt

dp

& & − ·

(7-1)

P A K m

t t

t ∆ ·

.

(7-2)

where K

t

is the throttle characteristic constant and is related to the throttle geometry,

and A

t

is the throttle valve area. Here, ∆P is the pressure difference between the

plenum pressure or compressor backpressure and the components downstream, e.g. a

second stage or a combustor. This may be done stage by stage, providing a weak 1-D

coupling between the various components of the compression system and the

combustor.

2- This work focused on the analysis of flowfield and the fluid dynamic phenomena in

single stage compressors with multiple blade passages. The work should be

extended to the simulation of multi stage compressors considering rotor-stator

interactions. In rotor-stator interactions, the rotor grid block, similar to the present

simulation of the rotors, will be moving in the pitchwise direction, while the stator

grid block remains stationary. At the boundaries connecting the moving and

stationary regions, an interpolation approach may be used to transfer the information

from the stationary block to the rotating block.

3- In the present research, the open-loop bleeding control removed a fraction of high-

pressurized air at a fixed rate from the compressor. The bleed rate can be

129

sinusoidally varied at the rotating stall frequency with an appropriate phase lag. The

bleeding mass flow rate, b m

.

, may be written as follows:

) sin(

.

Mean

. .

ϕ ω + + · t m m m

s

f b b

(7-3)

Here, Mean

.

b m is the mean mass flow removed from the compressor, f m

.

is the

amplitude of the pulsed bleeding, ω

s

is the rotating speed of the stalled cells, and ϕ

is the phase lag. The benefit of this methodology is that the controller removes the air

only when a stalled cell passes by the bleed valve.

4- The present approach underestimates the total pressure rise across the compressor.

The one-equation turbulence model may be a source of this discrepancy. Although a

limited number of grid sensitivity studies have been done, an inadequate number of

grid points may also have contributed to this error. These discrepancies must be

systematically studied and eliminated. Thanks to the availability powerful high-

performance computers, one near-term possibility is the use of LES methodology on

sufficiently fine grids.

5- Different types of control devices, such as inlet guide vanes, casing treatment, and so

on, may be simulated with this solver and their effects on the flowfield can be

investigated. Recently, air injection control methodology has been computationally

simulated

70

. Experimental evidence also exists that shows that air injection may

130

reduce the required rate of bleeding

40

. This work should be extended to a systematic

study of these concepts.

In summary, a first principles-based methodology for modeling steady-state and off-

design operation of axial compressors has been developed. This method has been

validated and used to study stall and surge control concepts. It is hoped that this work

will serve as a useful step for future investigations in the exciting area of non-linear flow

control.

131

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9 VITA

Saeid Niazi was born in Sepidan, Iran on May 17, 1961. He graduated from the

Shiraz University, Iran, with a Bachelor of Science (B.Sc.) degree in Mechanical

Engineering in September 1986. In August 1991, he graduated form the Shiraz

University in Iran with a Master of Science (M.Sc.) degree in Fluid Mechanic and Heat

Transfer Engineering. From September 1989 to August 1995, he taught at the

Hormozgan University in the city of Bandar Abbas, Persian Gulf, Iran. He was the Dean

of the central library of the Hormozgan University during the period 1992-1995. He

commenced his graduate work at Georgia Institute of Technology in September 1996.

He earned the degree of Doctor of Philosophy (Ph.D.) in Aerospace Engineering in July

2000. He is a member of the American Institute of Aeronautics and Astronautics.

NUMERICAL SIMULATION OF ROTATING STALL AND SURGE ALLEVIATION IN AXIAL COMPRESSORS

Approved: ______________________________ Lakshmi N. Sankar, Chairman

______________________________ J.V.R. Prasad

______________________________ Suresh Menon

______________________________ Stephen M. Ruffin

______________________________ Prasanna V. Kadaba

Date Approved _________________

ii

IN THE NAME OF GOD

Dedicated to my parents Behjat Golbahar Haghighi and Sadrollah Niazi for their most precious gift of selfless love

iii

Prasad for his helpful suggestions and technical expertise in the area of flow control.ACKNOWLEDGEMENTS Many people have touched my life not only from an academic point of view. P. M. The financial assistance given by Army Research Office under the Multidisciplinary University Research Initiative (MURI) on Intelligent Turbine Engine is gratefully acknowledged. iv . I would also like to thank the past and present members of CFD lab for their warm friendship and support during my administrative responsibility in the lab. Guanpeng Xu. Sankar. Thanks to my co-worker and my friend Alex Stein for his great efforts during code development and his steadfast support throughout the research. I am really honored and grateful to have had the opportunity to work under him. Dr. for his support throughout the research period. Menon. Many thanks to Dr. but both their friendship and spiritual support have been a source of encouragement and strength to complete this work. Zhong Yang. J. S. To: Justin Russell. R. V. Kadaba for their services as members of my reading committee and their valuable comments. V. His patience and kindness with his detailed knowledge about this research topic played a key role in the development of this work. Ruffin. I would also like to thank Dr. Yi Liu. my teacher and dissertation advisor. S. Mert Berkman. Mehmet Sahin. I would like to thank Dr. Ebru Usta. Lakshmi N. and Dr.

Thanks also to my friend and roommate Konstantin Ignatiev in the School of Materials and Science Engineering for providing me assistance with computer services. Jagoda. Terry M. to whom this work is dedicated. Masayoshi Senga. and the staff of the Aerospace Engineering Office: Revonda B. Parrott. and Gang Wang. A special note of thanks to my brother and friend.Zhijian Liu. Thanks also to all my friends whose advice and support made this achievement possible. for their generous support during the pursuit of my degree in Atlanta. Mullis. the graduate coordinator. Simpson for being always ready to help me. Gaines. Hilda and sweet Sara. Behjat Golbahar Haghighi and Sadrollah Niazi. I would like to thank all my sisters and brothers and their families for their great support during my study. I would like to thank Dr. J. Ojala. Hamid and his family. Margaret A. Loretta Carroll. Finally. v . Their constant encouragement and great unconditional love for myself and each of my sisters and brothers have been a source of inspiration in my life. I owe my greatest gratitude to my parents. Carole W. I would like to thank Catherine Moseley Matos for taking the time to read this dissertation and for her helpful suggestions. and Howard L.

TABLE OF CONTENTS

DEDICATIONS ACKNOWLEDGEMENTS TABLE OF CONTENTS LIST OF TABLES LIST OF FIGURES NOMENCLATURE SUMMARY

iii iv vi ix x xv xix

I

INTRODUCTION ..................................................................................................... 1

1.1 AN OVERVIEW OF COMPRESSOR OPERATIONS ................................................. 2 1.2 COMPRESSOR STABILITY......................................................................................... 4 1.3 OBJECTIVES AND ORGANIZATION OF THE PRESENT WORK.......................... 6

II

**AN OVERVIEW OF COMPRESSOR INSTABILITY PHENOMENA ........... 12
**

2.1 FUNDAMENTALS OF ROTATING STALL ............................................................. 12 2.2 FUNDAMENTALS OF SURGE.................................................................................. 15 2.3 LITERATURE SURVEY OF STUDIES ON ROTATING STALL AND SURGE .... 17

2.3.1 EXPERIMENTAL STUDIES ON COMPRESSOR CONTROL..................................... 18 2.3.2 COMPUTATIONAL STUDIES OF COMPRESSOR PERFORMANCE

vi

AND CONTROL ............................................................................................................. 23

**III MATHEMATICAL AND NUMERICAL FORMULATION ............................. 31
**

3.1 GOVERNING EQUATIONS ....................................................................................... 31 3.2 DISCRETIZATION OF THE GOVERNING EQUATIONS....................................... 35 3.3 NUMERICAL SOLUTION OF THE DISCRETIZED EQUATIONS......................... 41 3.4 TURBULENCE MODELING ...................................................................................... 44 3.5 INITIAL AND BOUNDARY CONDITIONS ............................................................. 47

3.5.1 INITIAL CONDITIONS .................................................................................................. 47 3.5.2 BOUNDARY CONDITIONS .......................................................................................... 48

**IV CODE VALIDATION STUDIES .......................................................................... 58
**

4.1 DESCRIPTION OF THE CONFIGURATIONS STUDIED....................................... 59

4.1.1 NASA TRANSONIC AXIAL FAN ROTOR (ROTOR 67)............................................. 59 4.1.2 NASA TRANSONIC AXIAL FAN ROTOR (ROTOR 37)............................................. 61

4.2 PREVIOUSLY REPORTED STUDIES ON ROTOR 67 AND ROTOR 37 CONFIGURATIONS .................................................................................................. 62 4.3 PEAK EFFICIENCY RESULTS FOR ROTOR 67...................................................... 63

V

**RESULTS AT OFF-DESIGN CONDITIONS...................................................... 83
**

5.1 ROTOR 67 RESULTS.................................................................................................. 84

5.1.1 ONSET OF STALL.......................................................................................................... 84 5.1.2 ROTATING STALL AND MODIFIED SURGE SIMULATIONS................................. 88

vii

5.2 ROTOR 37 SIMULATIONS ........................................................................................ 90

**VI ACTIVE CONTROL STUDIES OF ROTOR 67 CONFIGURATION ........... 104
**

6.1 OPEN-LOOP CONTROL STUDIES ......................................................................... 106 6.2 CLOSED-LOOP CONTROL STUDIES .................................................................... 110

**VII CONCLUSIONS AND RECOMMENDATIONS .............................................. 125
**

7.1 CONCLUSIONS......................................................................................................... 126 7.2 RECOMMENDATIONS ............................................................................................ 127

REFERENCES.............................................................................................................. 131

VITA ............................................................................................................................. 142

viii

LIST OF TABLES Table 6.1 Summary of stall margin extension for the two control schemes studied………………………………………………………...114 ix .

. Reference [12]........... 28 Figure 2............... 54 Figure 3........................ Reference [14]............. 55 Figure 3...........................4 Compressor outflow boundary conditions............7 Types of active and passive compressor control schemes.....................................................................................3 Part-Span rotating stall with different stalled cells................................. ........ 30 Figure 3...........6 Transient response of system in surge.....2 Transient response of system in rotating stall....... Reference [5]... 27 Figure 2............................................ 54 Figure 3... Reference [14]....5 Compressor map with the stalled flow characteristic.LIST OF FIGURES Figure 1....1 Control volume and cell-vertex grid points........................................3 Boundary conditions used in the axial compressor analysis...... ..................... ................................4 Operational stability......4 Full-Span rotating stall with different stalled cells........ 56 Figure 3...... 11 Figure 2........ 27 Figure 2.......2 Computation of inviscid flux terms on a cell face.............. 8 Figure 1... References [5]............ [11].......... Reference [13]..........................1 Rotating stall inception........................ 56 x .3 Typical compressor characteristic map for axial and centrifugal compressors. matching the compressor and throttle characteristics....... 29 Figure 2...................................... 28 Figure 2..... 9 Figure 1..............5 Periodic and zonal boundary conditions....2 Schematic diagram of changes in fluid properties and velocity through an axial compressor stage................1 Work input machinery classification....... Reference [12]........................................ 10 Figure 1... 10 Figure 1.......... 29 Figure 2........5 Effects of rotor RPM on compressor performance and stability......

..............13 Comparison between experiments and present predictions of relative Mach number contours at 30% span at peak efficiency (Rotor 67)..... ..6 Computational grid in the meridional plane for Rotor 67................... Reference [90].................. 76 Figure 4.....Figure 3.. 57 Figure 3... ........... ................ 74 Figure 4.......... 70 Figure 4... Reference [90]....6 Implementation of bleeding as an open-loop active control.................................9 Computational grid for Rotor 37.......... 75 Figure 4..... .... 71 Figure 4............5 Pitchwise computational grid for Rotor 67.........................7 NASA Rotor 37 configuration............ 74 Figure 4.4 Streamwise computational grid at midspan for Rotor 67............................ 73 Figure 4.....................73 Figure 4...... 71 Figure 4.. .........8 Laser anemometer and aerodynamic locations for Rotor 37...................................... Reference [84]........... ..................................2 Laser anemometer and aerodynamic locations for Rotor 67................. . ................................... ......................... 72 Figure 4.............................3 Computational grid for Rotor 67..............................................1 NASA Rotor 67 configuration.................. 75 Figure 4......................... ........................... Reference [82].... 57 Figure 4.....10 Time history of mass flow rate fluctuations about mean flow at peak efficiency conditions (Rotor 67)....... 77 xi ................. ........ 72 Figure 4........70 Figure 4.....11 Pressure and mass flow rate fluctuations at peak efficiency conditions (Rotor 67)........14 Comparison between experiments and present results of relative Mach number at 90% span and 30% pitch at peak efficiency (Rotor 67)......................12 Comparison between experiments and present results of inlet axial velocity at peak efficiency conditions (Rotor 67).....7 Implementation of bleeding as a closed-loop active control.....

.. .....7 Time history of averaged axial velocity computed by probes upstream of the xii ......................20 Flow field near blade pressure surface at peak efficiency (Rotor 67)..................................... ..... 78 Figure 4.......... ......................................... 93 Figure 5..... 80 Figure 4.................................................. 94 Figure 5.... ................... ...............4 Pressure and mass flow rate fluctuations at the onset of stall...............3 Locations of the computational probes (Rotor 67 and Rotor 37)...................................... 79 Figure 4...16 Static pressure contours at 30% and 70% span at peak efficiency (Rotor 67)....................... 81 Figure 4... . 96 Figure 5....21 Flow field at mid-passage at peak efficiency (Rotor 67)......................1 Comparison of measured and computed characteristic performance map (Rotor 67)........ 79 Figure 4..........Figure 4............. 93 Figure 5........................ operating point B (Rotor 67)......2 Comparison of measured and computed adiabatic efficiency (Rotor 67)..... 95 Figure 5..... ............................15 Comparison between experiments and present results of relative Mach number at 90% span and 50% pitch at peak efficiency (Rotor 67).....................19 Flow field near blade suction surface at peak efficiency (Rotor 67)................... ..18 Secondary flow in the circumferential direction at peak efficiency (Rotor 67).................................. .. 77 Figure 4......6 Time history of pressure deviation from its azimuthally averaged pressure upstream of the compressor face at operating point B (Rotor 67).............17 Relative velocity profile at mid-span at peak efficiency (Rotor 67)....................... ............ 95 Figure 5....5 Time history of averaged pressure computed by probes upstream of the compressor face at operating point B (Rotor 67)............ 82 Figure 5.

...........14 Time history of axial velocity deviation from its azimuthally averaged axial velocity upstream of the compressor face at operating point C (Rotor 67)............... ..................... .................................. 98 Figure 5..15 Computed and measured characteristic performance map at 70% design speed (Rotor 37)....................9 Pressure and mass flow rate fluctuations at operating point C (Rotor 67)............. ..................... . 96 Figure 5............... ........compressor face at operating point B (Rotor 67).....13 Power spectral density of the azimuthally averaged pressure fluctuations upstream of the compressor face at operating point C (Rotor 67)..........18 Power spectral density of pressure deviation from its azimuthally averaged pressure fluctuations upstream of the compressor face at operating point C (Rotor 37). 101 Figure 5................ .. 103 Figure 5...11 Instantaneous circumferential pressure fields at operating point C (Rotor 67)..............................................................................................8 Time history of mass flow rate fluctuations at operating point C (Rotor 67)..... .............................17 Time history of pressure deviation from its azimuthally averaged pressure upstream of the compressor face at operating point C (Rotor 37)...................... 97 Figure 5................... 100 Figure 5...16 Fluctuations of total pressure ratio versus mass flow rate at different operating conditions (Rotor 37). ............................. 101 Figure 5............... 97 Figure 5.... 102 Figure 5....................................................... 103 xiii .................. 102 Figure 5.....12 Time history of averaged axial velocity and pressure computed by probes upstream of the compressor face at operating point C (Rotor 67). ................................. 99 Figure 5............................10 Temporal growth of reversed flow at operating point C (Rotor 67).............

.................................. 116 Figure 6......................9 Upper and lower limit of pressures that trigger closed-loop control (Rotor 67)......... ............................... 117 Figure 6.............1 Characteristic performance map with bleed control (Rotor 67).................. 120 Figure 6...............2 Velocity profile with/without open-loop control (Rotor 67).... 123 Figure 6...................................................................4 Characteristic performance map with throttle characteristic for open-loop control (Rotor 67)............................................5 Spanwise distribution of axial velocity at mid-passage near the leading edge (Rotor 67).... 122 Figure 6.................................. 121 Figure 6.....................................................3 Total pressure ratio and mass flow rate fluctuations with/without open-loop control (Rotor 67)............. 124 xiv .............................................................6 Time history of axial velocity with/without open-loop control (Rotor 67).8 Time history of static pressure under open-loop control (Rotor 67)......................12 Time history of axial velocity under closed-loop control (Rotor 67)............. .. 122 Figure 6.10 Total pressure ratio and mass flow rate fluctuations under closed-loop control (Rotor 67)..............................Figure 6............................ 115 Figure 6........ . ............7 Time history of axial velocity deviation from its azimuthally averaged axial velocity with/without open-loop control (Rotor 67)........................... .......................................... 124 Figure 6................................... 118 Figure 6................... 119 Figure 6...............13 Time history of axial velocity deviation from its azimuthally averaged axial velocity upstream of the compressor face under closed-loop control (Rotor 67). 123 Figure 6...........11 Characteristic performance map with throttle characteristic for closed-loop control (Rotor 67)..................................... ..........................

xv .

ct2. fw g. used in Spalart-Allmaras turbulence model inviscid flux vectors internal energy per unit volume functions in Spalart-Allmaras turbulence model functions in Spalart-Allmaras turbulence model functions in Spalart-Allmaras turbulence model identity matrix bleed valve constant throttle valve constant characteristic length of the compressor. fv2. G e ft1. F. ct3.NOMENCLATURE A Ab At a CV cb1. cb2 ct1. ct4 cv1 cw1. gt I Kb Kt Lref Jacobian matrix bleed area throttle area speed of sound specific heat at constant volume constants in Spalart-Allmaras turbulence model constants in Spalart-Allmaras turbulence model constants in Spalart-Allmaras turbulence model constants in Spalart-Allmaras turbulence model distance to closest wall. ft2 fv1. cw2. cw3 d E. usually the rotor diameter xvi .

. w Vp x. S. mb p q R. z ∆q ∆U ∆t γ time relative velocity normal to a cell face Cartesian velocity components plenum volume Cartesian coordinates change in conserved flow variables from one time step to next trip point velocity in Spalart-Allmaras turbulence model time step specific heat ratio xvii . T S ~ S T T t U u. mass flow rate through the compressor throttle mass flow rate bleed mass flow rate pressure conserved flow variables viscous stresses and heat fluxes at a cell face vorticity magnitude in Spalart-Allmaras turbulence model modified vorticity magnitude temperature also refers to matrix containing eigenvectors of the Jacobian matrix mt . mc . y. v.

t ∞ stagnation quantity bleed plenum turbulence quantity Cartesian and time derivatives free stream quantity. z. y. upstream of the inlet xviii .κ Λ µ ν νt ~ ν von Karman constant matrix containing eigenvalues of the Jacobian matrix molecular viscosity eddy viscosity turbulent viscosity working variable in Spalart-Allmaras turbulence model density constant in Spalart-Allmaras model viscous stress tensor trip point wall vorticity ρ σ τij ωt Subscripts 0 b p t x.

Superscripts n. n+1 two adjacent time level Overbars ~ → used to indicate Roe averages used to indicate vectors time or spatial averages xix .

numerical investigating these adverse aerodynamic phenomena. and to develop control strategies for alleviation of rotating stall and surge. A three-dimensional unsteady Navier-Stokes analysis capable of modeling multistage turbomachinery components has been developed. The scheme is implicit in time. In some instances.SUMMARY Axial compression systems are widely used in many aerodynamic applications. called modified surge. and its interaction with the tip shock leads to compressor rotating stall and modified surge. The analysis is cast in a very general form so that a variety of configurations -centrifugal compressors and multistage compressors. These instabilities lead the compressor to rotating stall or surge. Calculations have been done both at design and off-design conditions for an axial compressor tested at NASA Glenn Research Center. a combination of rotating stall and surge. At off-design conditions the calculations show that the tip leakage flow becomes strong. Both global variations to xx . and first or second order in time. permitting the use of large time steps. investigations have been performed to study these phenomena. the operability of such systems is limited at low-mass flow rates by fluid dynamic instabilities. A one-equation Spalart-Allmaras model is used to model the effects of turbulence.may be analyzed with minor modifications to the analysis. Experimental and computational methods are two approaches for In this study. However. has also been observed. This method uses a finite volume approach that is third order accurate in space.

In the open-loop case mass is removed at a fixed. and azimuthal variations in flow conditions indicative of rotating stall. preset rate from the diffuser. It is observed that smaller amounts of compressed air need to be removed with the closed-loop control. It is demonstrated that these adverse phenomena may be eliminated. Calculations show that both types of bleeding eliminate both rotating stall and modified surge. were observed. the rate of bleed is linked to pressure fluctuations upstream of the compressor face. and suppress the precursor disturbances upstream of the compressor face. In the closed-loop case.the mass flow rate. Two types of controls were examined: open-loop and closed-loop. The bleed valve is activated when the amplitude of pressure fluctuations sensed by the probes exceeds a certain range. as compared to open-loop control. associated with surge. by the use of bleed valves located on the diffuser walls. xxi . and stable operation restored.

xxii .

Parsons built and patented an axial flow compressor in 19011. Since that time. Parsons 1901. and set at a suitable angle to the axis of rotation. compressors have significantly evolved. They are a primary component in turbojet engines used in aerospace propulsion. and to prevent damage. the pressure ratio per stage. the movable blades being more widely spaced than in my steam turbine. and constructed with curved surfaces on the delivery side. or dealt with soon after their inception. flow instabilities such as rotating stall and surge must be avoided. The fixed blades may have a similar configuration and be similarly arranged on the containing casing at any suitable angle. Compressors can vary in size from a few feet to tens of feet in diameter. and processors in chemical industry to pressurize gas or fluids. Compressors have a wide variety of applications.” taken from Reference [1]” In 1853 the basic fundamentals of the operations of a multistage axial compressor were first presented to the French Academie des Sciences2-3.1 CHAPTER I INTRODUCTION “My invention consists in a compressor or pump of the turbine type operating by the motion of sets of movable blades or vanes between sets of fixed blades. and a decrease in weight. There have been continuous improvements leading to increases in efficiency. industrial gas turbines that generate power. In turbomachinery applications. safe and efficient operation of the compression system is imperative. To run a compressor as efficiently as possible. 1 .

axial compressors can handle a higher mass flow rate for the same frontal area. They can be divided into four general groups: rotary. As Ferguson4 points out. compressors increase the pressure in different ways. This is one of the reasons axial compressors have been used more in aircraft jet engines. 1. In rotary and reciprocating compressors. the pressure rise obtained from a single axial stage is lower. and does not need the complex return channels required in multiple centrifugal stages.Considerable interest exists in the jet propulsion community in understanding and controlling flow instabilities. However. In centrifugal compressors. a turbo-compressor may also be 2 . flow enters and leaves the compressor in the axial direction. where frontal area plays an important role. centrifugal and axial. shaft work is used to reduce the volume of gas and increase the gas pressure. the flow leaves the compressor in a direction perpendicular to the rotation axis.1 AN OVERVIEW OF COMPRESSOR OPERATIONS The basic purpose of a compressor is to increase the total pressure of the working fluid using shaft work. the high kinetic energy of the fluid is converted into pressure by decelerating the gas in stator blade passages or in a diffuser. reciprocating. In axial and centrifugal compressors. Because an axial compressor does not benefit from the increase in radius that occurs in a centrifugal compressor. In axial compressors. also known as turbo-compressors. the fluid is first accelerated through moving blades. Depending on their type. In the next step. Another advantage of axial compressors is that multistaging is much easier. compared to centrifugal compressors.

and more advanced topics on compressors may be found in References [10]-[12]. fan. Since modern applications require compression systems with higher-pressure ratios and mass flow rates. fans are the first stage of the compression system in jet engines. through the stage. It shows how pressure rises through the rotor and stator passages. and roughly equals the work input per unit mass flow. The working fluid passes through these blades without significant change in radius. booster.called as blower.2.2. consists of a row of rotor blades followed by a row of stator blades.1. and the distinctions between these are vague. A variety of turbo-machines and their ranges of utilization in terms of basic nondimensional parameters are shown in Figure 1. taken from Reference [5]. A schematic diagram of the changes in velocity and fluid properties through an axial compressor stage is shown in Figure 1. Early axial compressors had entirely subsonic flow.pressure compressors. Generally speaking. or tangential velocity. The compressors considered in this study are from the family of axial compressors. which is a dimensionless measure of the total enthalpy change through the stage. designers 3 . and are low. turbo-charger or exhauster. An axial compressor. The vertical axis shows the head coefficient. The literature on compressors is vast. Blowers may be thought of medium pressure compressors. Energy is transferred to the fluid by changing its swirl. References [5]-[9] give a basic introduction to turbomachinery. shown in Figure 1. which is a non-dimensional volume flow rate. The horizontal axis represents the flow coefficient.

4 to 1. A transonic compression system is now one of the main components of high-bypass ratio engines. These systems have been achieved by advanced design.have permitted supersonic flow. which is perturbed by a transient change of mass-flow. The steady state match between a compressor and its drive turbine or jet nozzle. 1. characteristic or performance map of the compressor. In the case of transient disturbances. is a good example of this 4 . Large fans with inlet relative Mach numbers of 1. Today. where regions of subsonic and supersonic flow both exist in the blade passages. the system is unstable. The steady state performance of a compressor is usually described by a plot of the averaged mass flow rate versus the total pressure ratio.3 shows a typical compressor performance map for axial and centrifugal compressors. Disturbances may be considered as transient or deliberate changes to the operating point. the system is stable if it returns to its original operating point.6 have been recently used in engines of this kind. If the disturbances drive the compressor away from the original point. This plot is called the Figure 1. Axial compressors tend to have a steeper drop aft of the peak of the compressor performance map compared to centrifugal compressors.2 COMPRESSOR STABILITY Stability in a compressor is the ability of a compressor to recover from disturbances that alter the compressor operation about an operational equilibrium point. particularly near the leading edge tip where the highest total velocity occurs. using sophisticated computational design tools and extensive experimentation. most high performance compression stages are transonic.

e. Otherwise. If they 5 . If the mass flow rate is too high. which deals with the matching of compressor performance with a downstream flow device such as a turbine or throttle.5. Stability in compressors may be studied from two different perspectives. Mathematically. as the mass flow rate through the compressor decreases. These instabilities include rotating stall and surge. flow instabilities will occur.. the system is unstable. The second is aerodynamic stability. The stable range of operation of axial and centrifugal compressors is limited at both very high and very low mass flow rates. the system is not stable. The operational stability of a compression system depends on the characteristic of both the compressor and the downstream flow device. If steady state operation at a new operating point is not possible. When there are deliberate changes to the operating point. which deals with deteriorations in the operation due to flow separation. by design. if the slope of compressor performance map is less than the slope of characteristic map of the throttle (points P1 and P2 shown in Figure 1.case.4. The first is called operational stability. stall or surge. Operations at lower mass flow ratios (near point P2) can trigger instabilities as discussed later. On the other hand.g.4b for point P3. as shown in Figure 1. as shown in Figure 1. Compressors. the performance is considered stable if a new operational equilibrium point can be achieved. shocks will form and the flow through the compressor will be choked (sonic condition). usually operate near point P1 on the performance map shown in Figure 1. shifting the operating point by changing the compressor shaft speed.4a) the system is stable.

but may still occur on the right side of the surge line if the flow becomes unstable as a result of the instability. none of the models are able to describe accurately the flow phenomena that occur in the compressor and give rise 6 . is to be avoided at all costs. Figure 1. the greater the pressure ratio achieved by the compressor. and to develop an appropriate control methodology for the prevention of these instabilities.5. in particular. Although considerable progress in understanding and modeling of stall and surge in axial compressors has been achieved during the past two decades. but the greater the risk of stall or surge. Rotating stall and surge usually occur at low flow rates. Another reason for introducing the surge avoidance line is that the compressor characteristic. Therefore. a second line parallel to the surge line is usually introduced as a surge avoidance line. may be poorly known.are allowed to persist or grow. In looking at a map of the characteristic performance of a compressor. can be seen. catastrophic damage to the compressor and the engine will occur. and consequently the surge line. The closer the operating point is to the surge line. Surge. 1. Operating at the surge avoidance line provides a safety margin for the compressor operation and prevents the compressor from operating in a region where stall or surge may occur.3 OBJECTIVES AND ORGANIZATION OF THE PRESENT WORK The main objectives of the current study are to understand the physics of compressor stall and surge. a dashed line known as the surge or stall line.

Results for active bleed control techniques are presented in Chapter VI.to stall and surge. most numerical studies of air breathing compression systems are done in the stable part of compressor characteristic performance map. both computational and experimental. However. are necessary for understanding the nature of these instabilities. where the flow is “steady” in a rotating frame. Simulations of the onset and growth of stall are given in Chapter V. in axial compressors. Detailed flow visualizations. 7 . Work has also been done in simulating stall and designing stall control methods that extend the stable operating range of the compressor. Validation results for an axial compressor at peak efficiency conditions are presented in Chapter IV. This thesis is organized as follows: A review of surge and rotating stall phenomena. Chapter III introduces the mathematical and numerical tools required for carrying out the numerical simulations. such as rotating stall and surge. the conclusions and recommendations for further improvements of compressor control technology are given in Chapter VII. both from a historical and a technical perspective. The current research attempts to provide computational tools to study unsteady aerodynamic phenomena. Finally. Most compression systems are now being designed using CFD tools. is presented in Chapter II. CFD modeling of axial compressors is a well-developed field.

8 .Figure 1. Reference [5].1 Work input machinery classification.

Stator Rotor Total Pressure Total Enthalpy Absolute Velocity Static Pressure 1 2 3 Figure 1. [11]. References [5].2 Schematic diagram of changes in fluid properties and velocity through an axial compressor stage. 9 .

a) Stable b) Unstable Compressor Performance P3 P2 Pressure Rise P1 Throttle Characteristic Mass Flow Rate Mass Flow Rate Figure 1. matching the compressor and throttle characteristics.4 Operational stability.Pressure Rise Compressor Mass Flow Figure 1. 10 .3 Typical compressor characteristic map for axial and centrifugal compressors.

Margin of Safety Stall Line Pressure Rise Operating Point Surge Avoidance Line Constant Rotor Speed Line RPM increases Compressor Mass Flow Figure 1.5 Effects of rotor RPM on compressor performance and stability. 11 .

This chapter is devoted to reviewing these unsteady phenomena from both a historical and a technical perspective.3.3. it was pointed out that the stable part of compressor performance map is limited due to aerodynamic instabilities. flow separation at the inlet. or other type of flow distortion). A brief review of methods currently employed in compressor control.1 describes the physical mechanisms behind rotating stall.2 CHAPTER II AN OVERVIEW OF COMPRESSOR INSTABILITY PHENOMENA In the pervious chapter. 2. instabilities may develop and the compressor performance may deteriorate. The instability manifests itself as either a rotating stall or surge. These instabilities manifest themselves as rotating stall or surge. A discussion of surge phenomenon is given in Section 2. the historical developments that led to the discovery of rotating stall and surge phenomena are presented. If a flow instability is somehow introduced into the system (say.2. In Section 2. due to a change in the rotor speed.1 FUNDAMENTALS OF ROTATING STALL During the normal operation of a compressor. the airflow through the compressor is essentially steady and axisymmetric in a rotating coordinate system. Section 2. and a review of prior computational study of compressors and compressor control are also given in Section 2. Rotating stall is inherently a 2-D unsteady local 12 .

the angle of attack decreases. In manufacturing and assembly. in the inertial coordinate system. It often takes only a few seconds for rotating stall to build up. This increase in flow angle. thus causing an increase in their angles of attack and leading them to stall. Rotating stall can occur in both compressible and incompressible flow. As the blade rotates away from the disturbances. known as a stall cell. in addition to blockage attributed to stall. When one of the blades stalls. 13 . and the compressor can operate under rotating stall for several minutes before damage develops. In a coordinate system attached to the blades. restoring normal flow over that blade. Reference [12]. Dimensional tolerances could be one possible case. cause part of the oncoming flow to be diverted towards the neighboring blades. the stall region propagates in the same direction as the wheel motion. rotating stall moves in a direction opposite to the blade motion at a fraction of the rotor speed. Stall is present on some of the blades. the angle of the flow relative to the shaft increases.1. This figure illustrates the blade row viewed from the top of the annulus.phenomenon in which the flow is no longer uniform in the azimuthal direction. It is not known for certain why all blades do not stall at the same time. The inception of rotating stall is shown in Figure 2. The region of the stalled flow. continues moving from blade to blade and propagates around the annulus. These imperfections would cause the inlet air to see these blades at slightly different angles of attack as compared to the other blades. a few blades could be produced with slightly different profiles or with higher stagger angles. as a consequence of some instability. However.

Stall near the root has also been reported. reducing blade life. Abrupt stall results in a sudden drop in total-to-total pressure rise. A typical plot of the static pressure history measurements taken at a fixed circumferential location at the inlet of an axial compressor under rotating stall conditions is depicted in Figure 2. 14 .412 shows the full-span rotating stall with various stalled cells. One of the characteristics of pure rotating stall is that the average flow is steady with respect to time. Two types of stall associated with the number of stalled cells exist. The number of stall cells depends on the compressor at hand. and appears to always involve a single stalled cell.The reported rotational speed of rotating stall around the annulus of compressor varies from 20 to 75 percent of the rotor speed in the direction of the rotor motion13. Typical frequencies for rotating stall are 10 to 50 times larger than those for surge. the cyclical variation of the pressures on the blades can cause them to fatigue and eventually break. but the flow has a circumferentially non-uniform mass deficit. The flow temperature may also increase due to uneven distribution of shaft work. progressive and abrupt. It has also been reported that the incipient rotating stall cells move faster. the pressure ratio after stall reduces gradually. a phenomenon involving multiple stalled cells. is stalled. usually the tip.214.312. • Full-Span: The entire height of the annulus is stalled. only a restricted region of the blade passage. one to nine stalled cells has been reported. Several types of rotating stall exist13: • Part-Span: As illustrated in Figure 2. In progressive stall. During rotating stall. Figure 2.

along a straight line AB. Surge is characterized by large amplitude limit cycle oscillations in mass flow rate. If point B is stable. until measures are taken to bring it back to the unstalled branch.• Small/Large scale: In this case. Many of the conditions that a compression system experiences during rotating stall are also present in surge. called surge. the compressor will remain and operate there. 2.2 FUNDAMENTALS OF SURGE Surge is a global 1-D instability that can affect the whole compression system. the average flow through the compressor is unsteady but the flow is circumferentially uniform. Rotating stall can also serve as the precursor to the more severe and dangerous flow stability. Figure 2.6 shows a typical plot of the plenum pressure transient response when an axial compressor experiences surge14. Recovery from rotating stall is often more difficult than surge13. Even a complete reversal of the flow is possible. Sometimes the deterioration in the performance of an axial compressor with rotating stall is small. The behavior of surge depends on both the compressor characteristic and the characteristics of the diffuser13. In contrast to rotating stall. a small/large part of annular flow path is blocked. When rotating stall occurs at point A on the unstalled branch. The rotor blades are stressed 15 . Figure 2.5 shows a typical rotating stall pattern. and may not be easily detected except as an increase in the compressor noise or by some high-frequency sensors. the operating point then proceeds to the so-called stalled characteristic at point B. and pressure rise.

In high-speed compressors. entire annulus flow fluctuates in axial direction. In both axial and centrifugal compressors. small periodic pressure fluctuations governed by the Helmholtz resonance frequency. while increasing the plenum pressure at the compressor exit at a constant rotor speed. • • Classic Surge: No flow reversal. possibility of flow reversal. 16 . The mild surge may be followed by rotating stall or modified surge. the surge appears as a moderate pulsing of the flow. surge can be categorized into four different classes13: • Mild Surge: No flow reversal. and resulting pitching moments can also change the twist of the rotor/stator blades. backpressure decreases while the inlet pressure increases. the reversal flow can be triggered by a shock wave3. Based on flow and pressure fluctuations. A classic or a deep surge may then follow. larger oscillations at a lower frequency. Modified Surge: Combination of classic surge and rotating stall. In low-speed compressors. axisymmetric flow. The high pressures behind the shock may deform the casing and inlet. • Deep Surge: Strong version of classic surge. non-axisymmetric flow. a mild surge can occur.by the oscillating flow and the uneven distribution of shaft work. The compressor's noise characteristic changes and pressure fluctuations occur through out the compressor.

The extensions to the inlet distortion effects may be found in References [21] and [22]. rotating stall was first detected in 1932 in a centrifugal pump impeller17. and this linearized theory limited them to analyzing weak disturbances to the flow. Qualitative explanations of surge have long been known. The first nonlinear analysis of incipient and fully-developed rotating stall was presented by Moore20. Moore and Greitzer23-24 presented the theory of post-stall transients in axial compressor. and was associated with Helmholtz resonances. it was found that the ducts linked to the compressors could be primary contributors to surge. Reference [12]. Pearson and Grant18.2. Rotating stall and surge are nonlinear phenomena. and detailed the state of the art about these phenomena in axial compressors. Up to this time. To this author’s knowledge. In 1955. 17 . respectively. They predicted the rotational velocity of the stall cell using linear flow theory. In 1986. Horlock1 published a book about these two types of flow instabilities. In 1958.3 LITERATURE SURVEY OF STUDIES ON ROTATING STALL AND SURGE The occurrence of the fluid dynamic instabilities was first considered one of the normal operating features of axial compressors. an extensive study of rotating stall and surge was presented by Emmons. In 1946. researchers assumed that the surge phenomenon was sinusoidal with respect to time. One of the early attempts to model the one-dimensional flow through the axial compressors in a nonlinear form was by Greitzer19 in 1976. Stodola15 and Kearton16 described the surge phenomenon in 1927 and 1931.

Unrecoverable stall in gas turbines requires restarting the engine and may also have catastrophic consequences in aircraft jet engines.1 EXPERIMENTAL STUDIES ON COMPRESSOR CONTROL Surge and rotating stall are highly undesirable phenomena. surge detection and avoidance. To overcome this dilemma. An exhaustive survey of rotating stall and surge control can be found in Reference [13]. and therefore are limited to the surge phenomenon. The effects of compressibility on surge can be found in References [25] and [26]. 18 . and increasing the stall margin approach. These aerodynamic instabilities reduce the total to total pressure rise and efficiency of the compression system. it is desirable to operate the compressor close to the surge line. They can introduce mechanical and thermal loads. 2. Incorporation of compressibility effects in two-dimensional fluid dynamic models was presented in Reference [27].Much of the work on rotating stall and surge control in the literature was based on the assumption of incompressible flow. and can even cause structural damage. the importance of compressibility effects has been recognized and studied. Since the beginning of 1990’s. They are based on one-dimensional fluid dynamic equations. Further details on nonlinear control methods may be found in References [28] through [30]. On the other hand.3. These instabilities may be avoided by operating away from the surge line. due to the high performance and efficiency obtained near the surge line. three different approaches exist: surge/stall avoidance.

are total pressure at the compressor exit and inlet.1) Here P02. When surge or stall is detected. In a multistage axial compressor in a turbojet. and P01. the control systems do not allow the compressor to operate on the left side of the surge avoidance line. The advantage of this 19 . is based on total pressure ratio and is defined as: Po 2 P − o2 P 01 Surge P01 Surge Avoidance SM = Po 2 P 01 Surge Avoidance (2. respectively. their time derivatives and oscillation frequency) at the compressor inlet or exit. This safety margin may be defined based on pressure ratio. it is typical to have a safety margin as high as 25 percent9. A common safety margin. or a combination of pressure ratio and corrected mass flow.g. In this approach. These measurements are compared to the expected values at the surge condition.Surge avoidance techniques are known and have been used for a long time in industry and commercial systems. bleed) are applied. the onset of instabilities is first detected. corrective measures (e. a safety margin should be specified. The most successful techniques to detect the onset of stall are based on monitoring the pressure and temperature variations or other parameters (e. To locate the surge avoidance line on the compressor map. In surge detection and avoidance methods. while for a centrifugal pipeline compressor the safety margin is 10 percent31. corrected mass flow. stored in the control computer.g. SM.

the casing is designed with various shaped 20 . the surge avoidance line is also shifted. The disadvantages of this technique are the need for large control forces and a very fast-acting control system that will prevent the growth of instabilities into surge. Thus. the rotor casing is designed so that the amount of blockage in a flow passage is decreased. By shifting the surge line. rotating stall is suppressed. which have been investigated more in axial compressors. Another weakness of this technique is that it is highly dependent on the compressor being controlled. Casing treatments32-35 and variable guide vanes36-39 are some the different ways of achieving passive surge/stall control.technique is that it is not necessary to define a large safety margin. The third control methodology involves increasing the stall margin. In passive surge/stall. In other words. and the compressor can operate close to the surge line. An advantage of this methodology is that the compressor now can operate near peak efficiency and high-pressure ratios at lower mass flow rates. In this method. since different compressors exhibit different behaviors during the onset of surge. some part of the unstable area in the performance map is being stabilized by this approach. In both active and passive control the characteristic performance map of the compressor is modified and the surge line is shifted to a lower mass flow. This approach may be divided into two different classes: passive surge/stall control and active surge/stall control. the geometry of the compressor is altered to modify the stall margin. Casing treatments.

The effects of a porous casing on stall margin for both uniform and distorted inlet conditions may be found in Reference [32]. In this method. This reduces the local angles of attack. Variable inlet guide vanes are also commonly used when starting and accelerating engines to avoid crossing the surge line. In closed-loop control. Air injection is another way of increasing the stall margin and has been used in both axial and centrifugal compressors. a small amount of high pressure and high velocity air is injected into the compressor upstream of the compressor face. In active stall or surge control. or blade angle slotted. while in the open-loop control no feedback signals are used. As a result. and the leading edge separation is prevented. the incident angle in compressors at lower mass flow rates is reduced and the leading edge separation is prevented. the direction of the flow at the leading edge is turned such that the angle of attack decreases. the compressor is equipped with devices such as a bleed valve that can be switched on or off. axial slotted. In this method. a feedback law is used to activate the controller. The injected air 21 . and recirculation (a combination of injection and bleeding) are examples of active surge/stall control. active surge/stall control may be divided into two classes: open-loop and closed-loop.grooves: perforated. Air injection40. bleeding40-42. circumferentially grooved. honeycomb. the flow is energized and the axial velocity component is increased. With inlet guide vanes. The use of variable inlet guide vanes is another way of increasing the stall margin and has been used in both axial and centrifugal compressors. Generally.

such as temperature. The closed-loop control devices use a sensor for detecting the growth of instabilities (precursor waves) when a compressor experiences stall conditions.may be supplied from the diffuser downstream of the compressor or from a separate device. This technique has been used in both axial and centrifugal compressors. and the literature on this approach has become extensive over the last decade. The stall-detection devices are usually located on the circumference of the compressor casing. Closed-loop active control was first reported by Epstein et al. bleeding has been the most common approach for avoiding surge during engine acceleration and start-up. from a stall-detection device. the so-called smart or intelligent engines. Since the early days of jet engines. The bleed valve is typically located either in the plenum exit or downstream of rotor on the shroud. This method promises to be an integral part of future engines. a control unit processes measured flowfield data. flow acceleration can increase and surge-free operation is achieved. either upstream or downstream of 22 .43 in 1989. One of the oldest. bleeding has also been used to achieve a wide range of operating conditions. pressure or axial velocity. Beside the start-up applications. and the most investigated approach for increasing the stall margin in axial compressors is bleeding. The concept of bleeding is that at lower mass flow the working fluid does not have enough momentum to overcome the viscous and adverse pressure gradient forces in the plenum. By removing some of the highly pressurized flow downstream of the compressor. In this method.

2 COMPUTATIONAL STUDIES OF COMPRESSOR PERFORMANCE AND CONTROL As stated in Section 2. Pinsely et al. movable plenum walls. loudspeakers.3. and centrifugal compressors (References [47]-[49]).42. The control unit activates a set of actuator devices. e. A feedback law connecting the sensed fluctuations to the rate of bleed is used to stabilize the compressor.compressor. 2. re-circulation. turbomachinery designers are extremely interested in tools that give good qualitative and quantitative predictions of turbomachinery performance. and air injections.g. bleed valve actuators have been the most commonly used. Bleed valve control is discussed in References [40]-[42].7 shows a schematic of these passive and active control methods. and may be used in aerodynamic design. pressure ratio and efficiency. Over the past five decades. many attempts have been made to increase the operating range of the compression system using appropriate detection and control devices. Figure 2. One goal of these studies is the prediction of component performance. Therefore. It is obvious that even a small improvement in the efficiency of a commercial aircraft engine can result in huge saving in yearly fuel costs. 23 . studied the use of the throttle valve as actuator in a centrifugal compressor surge control. Among these. and achieved a 25% reduction in the mass flow rate. There are several types of actuators in use for stabilizing the compression system. considerable research has been done on both axial (References [21]-[24] & [44]-[46]).1. Other types of actuators include variable inlet guide vanes.

and grid resolution to obtain satisfactory results. On the other hand. There are several reasons for the scarcity of CFD-based turbomachinery performance calculations in the early literature. and Laplace and Poisson equations were used to model the flow within the inlet and exit ducts. system losses and efficiency are strongly dependent on viscous effects and require careful attention to the viscous terms. turbulence modeling. is the work by Takata and Nagano50 in 1972. artificial viscosity. The flow was treated as incompressible. most of their calculations were For example. However. A second reason for the scarcity of CFD studies is the inability of early computers to perform large viscous flow calculations. several researchers have presented detailed investigations of turbomachinery performance using CFD. extracted from 2-D codes. A third reason is that validation data. to this author’s knowledge. During the past decade computational fluid dynamics has undergone an impressive evolution. respectively. One reason is that pressure field calculations are relatively independent of viscous effects and can be obtained with simple models.One efficient method for investigating complex flow phenomena in rotating machinery is computational fluid dynamics. In recent literature. providing engineers and designers with the capability to model and study 3-D unsteady flows.51 predicted loss buckets for 24 . such as detailed pressure and velocity measurements. due to the small size and the high speeds of the components involved62. They used a finite difference method to solve the nonlinear flow equations. The earliest numerical study of compressor instabilities. Davis et al. are difficult to obtain in turbomachines.

60.transonic compressor cascades in 1986. A number of 3-D CFD codes for detailed modeling of turbomachinery flow fields exist.57. This solver is capable of solving multiple flow passages in an inertial reference frame. Many researchers have also simulated rotating stall and surge in axial compressors using simple 1-D and 2-D codes. There has been little or no effort in numerically modeling and studying off-design conditions by CFD methods using the full Navier-Stokes equations. References [63]-[65]. However. time-accurate 3-D simulations of rotary machines are now possible. Stein and Sankar.53. References [66]-[70]. a 3-D compressible unsteady flow solver for turbomachinery has been developed at Georgia Institute of Technology by Niazi. and can be 25 . with the availability of an AGARD Advisory Report for computational test cases of internal flow. Furthermore. Srivastava and Sankar55.62. Hathaway et al. Hah et al. loss and exit flow angle were calculated for turbine and fan cascades by Chevrin and Vuillez52 using the 2-D code of Cambier et al. Dawes56. e. Adamczyk et al.58. and Chima et al. In an effort to model unsteady flow within a compression system. among others.g. have developed 3-D codes that have the capability to analyze unsteady turbomachinery flow with multiple blade passages and/or rotor-stator interactions. and the effects of turbulence modeling on turbine blades were studied by Boyle54. Thanks to the massive increase in computing power and the development of sophisticated post-processing and visualization tools. most of these applications have been applied only to steady-state phenomena in axial and radial compressors. Hall59. researchers now have access to excellent data for validation of the turbomachinery codes.61. Wood at al.

a diffuser bleed valve and air injection. while considering one single flow passage. Stein70 simulated surge with both steady and pulsed air injection control in centrifugal compressors using this threedimensional time accurate compressible flow solver. were implemented. The CFD simulations captured the onset of surge within the compression system. It was shown that these control schemes could suppress the stall and significantly extend the useful operating range of the compressor66-67. this is the first time such flow control simulations based on the full set of 3-D Navier-Stokes equations have been done. 26 . this code has been applied to a NASA low speed centrifugal compressor (LSCC) configuration at both design and off-design conditions66-67.extended to multistage compression systems that are currently used in gas turbines. In a previous study. Two different active control schemes. To the knowledge of this author.

27 .Figure 2.1 Rotating stall inception. Figure 2. Reference [14].2 Transient response of system in rotating stall.

Figure 2. Reference [12].3 Part-Span rotating stall with different stalled cells.Figure 2. 28 .4 Full-Span rotating stall with different stalled cells. Reference [12].

6 Transient response of system in surge.5 Compressor map with the stalled flow characteristic. Reference [13]. Figure 2. Reference [14]. 29 .A Pressure B Stalled Unstalled Mass Flow Rate Figure 2.

30 .Air Injection Guide Vanes Bleed Valves Movable Plenum Walls Controller Air Injection Pressure Sensors Bleed Valve Recirculation Control Figure 2.7 Types of active and passive compressor control schemes.

In Section 3. respectively. These equations are derived from first-principles and from thermodynamic considerations. solution of the 3-D Navier-Stokes equations is required.4.2 and 3. unsteady compressible viscous flow. In Section 3.3 CHAPTER III MATHEMATICAL AND NUMERICAL FORMULATION In order to analyze flow details in compressors. Therefore. 3.1 GOVERNING EQUATIONS The system of partial differential equations for the conservation of mass.1 unsteady compressible flow equations are presented. 31 . In this chapter the mathematical formulation and numerical tools employed in this study are documented. A comprehensive overview of CFD methods may be found in References [71] and [72]. The turbulence modeling method implemented in this work is discussed in Section 3. numerical techniques are required for more complex problems.5 the initial and boundary conditions are described. The Navier- Stokes equations describe the physics of 3-D. The complex nature of the governing equations limits the analytical solutions to simple flows and configurations.3. momentum and energy in fluid flow are known as the Navier-Stokes equations. The numerical discretization process and an approximate factorization solution algorithm used in the flow solver are given in Sections 3.

have been considered. The state vector and inviscid flux terms are: ρ ρu q = ρv ρw Et . F = ρv + p ρuw ρvw ( Et + p )u ( Et + p )v . G are inviscid flux terms. Et. Et = ρ CV T + (u 2 + v 2 + w 2 ) 2 (3-3) 32 . z direction (u. y.subject to some stress-strain rate relationships. calorically perfect Newtonian fluids. v. and R. respectively) and total energy. velocity components in x. In this study. obeying the Stokes linear stress-strain rate law. In three-dimensional Cartesian coordinates. The quantities E. T represent viscous terms. q is the state vector with unknown flow variables: density ρ. the conservative form of the equations in vector form is given below: ∂q ∂E ∂F ∂G ∂R ∂S ∂T + + + = + + ∂t ∂x ∂y ∂z ∂x ∂y ∂z (3-1) Here. S. w. F. ρw ρuw G = ρuw ρw2 + p ( Et + p ) w (3-2) 1 Furthermore. ρu ρv 2 ρuv ρu + p 2 E = ρuv .

and since the working fluid is air. CV is the specific heat at constant volume and T is the temperature. The viscous terms are: 0 0 τ yx τ xx R = τ xy .4 is used. S = τ yy τ yz τ xz uτ xx + vτ xy + wτ xz + qx uτ y x + vτ yy + wτ yz + q y 0 τ zx T = τ zy τ zz uτ zx + vτ zy + wτ zz + q z where (3-6) 33 .Here. and is related to total energy and velocity as follows: p = ρRT 1 p = (γ − 1) Et − ρ (u 2 + v 2 + w 2 ) 2 (3-4) (3-5) In Equation (3-5). . p is pressure. Also. γ is the specific heat ratio. a value of 1.

The following reference parameters have been used in this work: Lref = Diameter of the rotor . 3 All quantities in the Navier-Stokes equations have been non-dimensionalized by their corresponding reference values. λ .τ xx = λ (u x + v y + wz ) + 2 µu x τ xy = τ yx = µ (u y + vx ) τ xz = τ zx = µ (uz + wx ) τ yy = λ (u x + v y + wz ) + 2 µu y τ yz = τ zy = µ (vz + wy ) τ zz = λ (u x + v y + wz ) + 2 µu z and ∂T ∂x ∂T q y = −k ∂y ∂T q z = −k ∂z q x = −k (3-7) (3-8) In these equations. In Equation (3-7). at the blade trailing edge Vref = a ambient. is − µ . upstream of the inlet = ρ ∞ p ref = 2 ρ ref Vref (3-9) γ 34 . µ is the molecular viscosity and k is the thermal heat conduction 2 coefficient of the fluid. from the Stokes hypothesis. upstream of the inlet = a ∞ ρ ref = ρ ambient.

Therefore. can be handled. In this study. The integral form of Equation (3-1) is: r r r r r r ∂q dV + ∫∫ ( E i + F j + G k ) ⋅ n dS − ∫∫ q V G ⋅ n dS = ∫∫∫ ∂t V S S r r r r ( R i + S j + T k ) ⋅ n ds ∫∫ S (3-10) Here. for complex geometry and flows with highly non-linearity. In the finite volume method in three-dimensional space. One of the advantages of this method is that discontinuous phenomena. solutions are found for discrete points at different time levels. and finite element methods. The finite volume method is commonly used in fluid dynamic problems. Several techniques. V and S refer to the control volume and control surface area respectively. such as finite difference methods. the flow is divided into a finite number of hexagonal cells. exist for numerically solving the Navier-Stokes equations. and solved using a finite volume scheme. numerical techniques must be used to find approximate solutions. finite volume methods. the 3-D unsteady compressible Reynolds-averaged Navier-Stokes equations are recast in integral form. and r r n represents the outward normal vector to surface S. such as shock waves.2 DISCRETIZATION OF THE GOVERNING EQUATIONS Analytical solution of the Navier-Stokes equations is limited to simple geometries.3. In numerical methods. The term VG refers to the velocity 35 .

k 2 (3-12) 1 i . and T. j .k 2 1 i .k i . j . j .k 2 [ ] 1 i ± . as shown in Figure 3.k 2 2 i + 2 .k − 1 2 2 (3-11) r r = En x + Fn y + Gn z − q(VG ⋅ n ) ∆S r r = En x + Fn y + Gn z − q (VG ⋅ n ) ∆S r r = En x + Fn y + Gn z − q(VG ⋅ n ) ∆S ) where E ) F ) G 1 i ± . In Equation (3-10). j . j . j .k ) ) G i . j + 2 .k ± 1 2 Viscous fluxes.of the surface S. j − . likewise are handled as follows: r r r r ( Ri + Sj + Tk ) ⋅ n dS = ∫∫ s All Faces ∑ ( Rn x + Sn y + Tn z )∆S (3-13) 36 .k ± 2 ] i . j . j ± .k 2 [ [ ] 1 i .k + 1 + G i . and the surface integrals are computed at the six faces surrounding the control volume: r r r r r r ( Ei + Fj + Gk ) ⋅ n dS − ∫∫ qVG ⋅ n dS = ∫∫ s S All Faces r r ( En x + Fn y + Gn z )∆S − qVG ⋅ n∆S ∑ [ ] ) ) ) ) = E 1 + E 1 + F 1 + F 1 + i − . the state vector q is evaluated at the cell vertices. j ± . j . S. R.k i .1.

In Equation (314). E . assuming that the original matrix is given by A = = TΛT −1 . the ) ) ) numerical flux fNum (which is an approximation to E . which Λ contains the eigenvalues. but are real numbers for Euler equations. F . or G ) is given by: f Num Physical Flux Term Artificial 644 744 8 6444Viscosity44 8 4 4 4 4 Term 4 7 1 1 ~ = [ f (q L ) + f (q R )] − A(q L . The quantity A is defined as: ~ ∂f A = T Λ T −1 . q R ) (q R − q L ) ∆S 2 2 [ ] (3-14) where ρ LU L ρ LU L u L + p L n x f (q L ) = ρ LU L v L + p L n y . These quantities are in general complex number.) ) ) The inviscid fluxes. The matrix ∂q T contains the eigenvectors of A. ρ U w + p n L z L L L U L H 0 L − p L nt ρ RU R ρ RU R u R + p R n x f ( q R ) = ρ RU R v R + p R n y ρ U w + p n R z R R R U R H 0 R − p R nt (3-15) ~ and ∆S is the cell area of the face where fNum is calculated. and G are calculated implicitly using Roe's flux difference scheme73-78 as described by Liu and Vinokur79. F . At a cell interface. q L and q R are the primitive variables vectors to the left and the right of the cell interfaces and are defined as: 37 .

VG is the grid velocity at the face where fNum is being calculated.2. with Roe’s Superbee limiter78 to control the high frequency oscillations near shocks. For example. q L and q R at cell face i + shown in Figure 3. and total enthalpy. wL pL ρ R u R q R = v R wR pR (3-16) The quantities. A four-point stencil. and n is the unit normal vector to this face. as 2 38 . U and H0 are the relative velocity normal to the cell face.ρ L u L q L = v L . respectively and are defined as: r r r U = (V − VG ) ⋅ n H 0 = Et + p and r r nt = −VG ⋅ n (3-17) (3-18) (3-19) r r Again. was used to compute the left and right values of primitive variable vectors at each cell interface. can be written as: 1 .

1). i− 2 i− 2 Φ − 1 = Φ (r − 1 ) i+ 2 i+ 2 r +1 = i− 2 qi +1 − qi qi − qi −1 . min(2r . using Liu and Vinokur79 formula.1 1 q L = qi + Φ + 1 (q i − q i −1 ) + Φ − 1 (qi +1 − qi ) 6 i− 2 3 i+ 2 (3-20) 1 1 q R = q i +1 − Φ + 1 (qi +1 − q i ) − Φ − 3 (q i + 2 − qi +1 ) 3 i+ 2 6 i+ 2 and Φ + 1 = Φ (r + 1 ) . can be expanded as: ~ ~ ~ A(q L . min(r . q R ) (q R − q L ) = λ1 ∆q + δ 1 q * + δ 2 N n where (3-22) ~ ~ ~ ~ ~ ~ − λ + λ 2 + λ3 ∆p λ 2 − λ3 ρ ∆U δ1 = + 1 ~ a2 2 2 a ~ (3-23) 39 . r −1 = i+ 2 q i − q i −1 qi +1 − q i (3-21) Φ(r ) = max[0.2)] The second term in Equation (3-14).

defined as: ~ ρ = ρL ρR ~ u= ρL uL + ρR uR ρL + ρR (3-27) (3-28) 40 .~ ~ ~ ~ λ 2 + λ3 λ 2 − λ3 ∆p ~ ρ∆U + ~ δ 2 = − λ1 + ~ 2 2 a (3-24) 1 ~ u ~ ~ q * = v ~ w ~ H0 ρ ~ and ~ ~ λ1 = U ~ ~ ~ λ2 = U + a ~ ~ ~ λ3 = U − a 0 n x . N n = n y ∆S n z ~ U (3-25) (3-26) In Equations (3-22) through (3-26). the quantities marked by “~” are calculated using Roe averaging.

for example: ∆p = p R − p L (3-33) 3. in Equations (3-22) through (3-24) represents the change in the quantities across the cell interface.5. This involves solving the governing equations at each time step by marching in time from an initial flow condition with appropriate boundary conditions. ∆.3 NUMERICAL SOLUTION OF THE DISCRETIZED EQUATIONS The 3-D unsteady compressible Reynolds averaged Navier-Stokes equations are solved numerically using a time marching scheme.~ v= ρ L vL + ρ R vR ρL + ρR ρ L wL + ρ R w R ρL + ρR ρL HL + ρR H R ρL + ρR (3-29) ~ w= (3-30) ~ H= (3-31) ~ ~ r ~r ~ r r r r U = (u i + v j + wk ) ⋅ n − VG ⋅ n (3-32) The difference. As seen earlier. the discretized form of the governing equation is: 41 . discussed later in Section 3.

and links the finite volume cell (i. That is: ∑ (Rn x + Sn y + Tn z )∆S All Faces n +1 = ∑ (Rn x + Sn y + Tn z )∆S All Faces n (3-36) Bringing the unknown quantities to the left side. was used. ∆t =− All Faces ∑f Num ∆S + Sn y + Tn z )∆S (3-34) − All Faces ∑ (Rn x This equation set is highly nonlinear. j . j.j.(q∆V ) in. we get: 42 . (i+2. j. which may be viewed as the first iteration scheme.+j1k − (q∆V ) in.k) etc. Direct numerical solution of this equation set is not feasible. k) to its neighbors (i+1. All terms in Equation (3-34) were first expanded about known flow quantities at the time level “n”: ∑ f Num ∆S All Faces n +1 ∂f Num n +1 = ∑ f Num ∆S ) + ∑ (q − q n )∆S All Faces ∂q All Faces n (3-35) The viscous terms were logged by one time step.k . A non-iterative scheme. k).

k) with its five neighbors (i±1. j. (∆q)cell face is defined as the average of (∆q) at all centers. j. k). j±1. 43 .qn. k±1). k). and (i. (i. ) ∂f Computing A = Num is costly. Instead. the following approximate form was used: ∂q ) ∂E ∂F ∂G r r A = nx + ny + n z − VG ⋅ n ∆S ∂q ∂q ∂q (3-38) − λ max I ∆S where λ max is given by: r r r λ max = V − VG ⋅ n + a ( ) (3-39) Finally.) (∆q ) n n V + ∑ A(∆q ) n = −(∑ f Num ∆S ) ∆t − (∑ ( Rn x + Sn y + Tn z ) ) (3-37) n where (∆q)n=qn+1 . j. This leads to a seven-diagonal system linking the (∆q) value at node (i.

the algorithm. k t = µt c p Prt . To capture the turbulence effects directly from the Navier-Stokes equations.This seven diagonal system of linear equations was solved by a three-factor scheme. and sample numerical calculations can be found in that report.80.622. The solution of the matrix equations is obtained through a block lower-upper decomposition (LU) and the application of the Thomas algorithm71. where µt and kt are “eddy” viscosity and “eddy” conductivity. This model involves a number of constants: cb1 = 0. cw1 = cb1 (1 + cb 2 ) + κ2 σ 44 . the Spalart-Allmaras81 model. The advantage of this algorithm is that direct inversions of the entire block matrices are not required. the Reynolds number is high and the flow is turbulent. Time and length scales of the turbulent flows are extremely small. the RANS (Reynolds Average Navier-Stokes System of equations) are solved in this work. has been used for computing µt=ρνt. σ =2 /3. Also. cb2 = 0.41. The factorization algorithm has been described in detail by Pulliam et al. respectively.4 TURBULENCE MODELING In the most practical flows within turbomachines. Details of the equations. 3. To reduce the computational time. κ = 0. which simply requires replace of m and k with (µ + µt) and (k + kt) respectively. the grid resolution would need to be extremely high. a one-equation turbulence model.1335. In this work. and many classical text books.

is given by: ~ ν t = ν f v1 . κ d fv2 = 1 − χ 1 + χf v1 (3-42) Here. ct1 = 1.((ν + ν )∇ν + cb 2 (∇ν ) 2 + Dt σ ~ 2 cb1 ν 2 c w1 f w − κ 2 f 12 d + f t1 ∆U [ ] (3-41) Where S is the magnitude of the vorticity.3.1. f v1 = χ3 . ct4 = 2 The eddy viscosity.cw2 = 0. ~ ν ~ S = S + 2 2 fv2 . d is the distance to the closest wall. The quantity ν is the working variable and can be calculated by solving the following partial differential equation ~ ~~ 1 Dν ~ ~ ~ = cb1 (1 − f t 2 ) S ν + ∇. ν is the molecular viscosity. 3 χ 3 + cv1 χ = ~ ν ν (3-40) ~ Here. The function fw is: 45 . ct3 = 1.1 . ν t . cw3 = 2. ct2 = 2. cv1 = 7.

In the free-stream. 1 + c6 3 f w = g 6 w6 g + cw3 1/ 6 ~ ν . and solved using a three-factor approximate factorization scheme. ∆U ) and ωt is the wall vorticity at the trip point and dt is the ω t ∆z distance from the field point to the trip point. This PDE was also recast in an integral form. provided ~ numerical errors don’t push ν to negative values near the edge of the boundary layer. The same is applied to the initial condition. where g = r + cw 2 (r 6 − r ) . 46 . a user specified transition location. r = ~ 2 2 Sκ d (3-43) ~ ~ The wall boundary condition is ν = 0 . the trip function ft1 is obtained from the following equation: ω t2 f t1 = ct1 g t exp(−c12 d 2 + gt2 d t2 2 ∆U [ ] (3-45) where g t = min(0. ν = 0 is best. The function ft2 is: f t 2 = c13 exp(−c14λ2 ) (3-44) Finally.1.

the pressure values equal the downstream pressure.1 INITIAL CONDITIONS At the start of the calculations. The mass flow rate begins to gradually change with time. As the compressor begins to draw the fluid in. the implementation of the initial and boundary conditions is presented.5 INITIAL AND BOUNDARY CONDITIONS Since the Navier-Stokes equations are parabolic in time and elliptic in space. In the present method the grid and solution are stored every few hundred time steps. For example. based on the user input. initial and boundary conditions must be supplied and play a significant role in obtaining a meaningful solution. depending on whether the compressor is operating close to design conditions. It reaches either an asymptotically steady state or a limit cycle oscillation. what is called as a cold start. and these files may be used to continue the calculations or visualize the flow field. to restart the computations. the flow properties everywhere in the system are assumed to be uniform.5.velocity is set to a value consistent with the specified total temperature T0 at the inlet. 3. the pressure at the inlet drops relative to the outflow. In this manner.3. 47 . and the u. or at off-designed stalled conditions. the time-accurate calculations for the compressor are simply a continuation or restart from the previous solution. The analysis can also use a previously stored solution file with a corresponding grid file. In this section.

In the simulation of a compressor drawing the air from the atmosphere. In a multistage compressor analysis. the stagnation temperature. p0 . The fifth equation applied at the inlet boundary condition is the one-dimensional Riemann characteristic equation. assuming that there is no swirl at the inlet. and a non-uniform total temperature at the inlet.5. these quantities may be set as ambient conditions. T0 .3. This equation is: ∂R5 ∂R + (Vn − a ) 5 = 0 ∂t ∂s (3-46) where R5 = 2a − Vn and s is the distance in a direction normal to the inlet face. are assumed to be known. a non-uniform total pressure distribution. The following boundary conditions have been implemented in the analysis: Inflow Boundary: At this boundary. γ −1 48 .2 BOUNDARY CONDITIONS Figure 3. and the total pressure. It is possible within the framework of the present boundary conditions to prescribe swirl. modeling the effects of acoustic disturbances leaving the computational field through the inlet face. these quantities will be known at the downstream boundary of the previous stage. The tangential components of velocity at the inflow boundary are set to zero.3 shows the different types of boundary conditions on a compressor flow passage.

4 shows a schematic of the compressor outflow boundary coupled with the plenum.Neglecting ∂R5 . at every step. the speed of sound. un are found at ∂t the inflow boundary from the relation: ∂R5 =0 ∂s R5 inlet (3-47) (3-48) = R5 interior Or. T. Neglecting ∂R5 was considered acceptable because the flow properties varied very slowly with time ∂t at the inlet. Conservation of mass in the plenum can be written as: 49 . Vp. isentropic relations are used to find the values of the density ρ and pressure p at the inflow boundary. and normal velocity. 2a 2a −u = −u γ − 1 n γ − 1 n Interior u2 a2 a2 n = 0 + γ −1 2 γ −1 (3-49) After computing the speed of sound and temperature. Outflow Boundary: It was assumed in this study that the flow from the vaneless diffuser downstream of the rotor exhausts into a plenum chamber with a constant volume. Figure 3. a.

dm dt & & = (m p − mt ) plenum (3-50) dm dt = plenum d ( ρV ) dt (3-51) plenum Here. & & m P is the mass flow rate at the diffuser exit. therefore: dm dt =V plenum dρ dt (3-52) plenum Inserting Equation (3-52) into Equation (3-50). we have: V dρ dt & & = m p − mt plenum (3-53) The relationship between density and pressure is obtained by assuming isentropic state in the plenum: ∂p ∂ρ 2 = a plenum plenum (3-54) 50 . and mt represents the mass flow rate at the plenum throttle. and V is the volume of the plenum and is constant.

The combination of Equation (3-54) and (3-53) gives the plenum pressure formula: dp p dt = a2 p Vp & & (m p − mt ) (3-55) A first order discretization of Equation (3-55) gives: & & p n +1 = p n + K (m p − mt ) p p (3-56) where a value of 0. and indirectly determines surge. All other quantities such as the density and the three components of velocity are extrapolated from the interior. This value determines the natural frequency of the plenum chamber. Solid walls: At the solid walls. using relationships such as ∂p/∂n=∂T/∂n=∂ρ/∂n=0. The pressure. This condition is applied to the hub. a no slip boundary condition is used. while the velocity for grid points on the compressor blades and r r the shaft. is set equal to Ω × r . The quantity & mt is an input parameter that represents the nominal mass flow rate and lets the compressor run at different operating conditions. The velocity on the walls of the inlet and the diffuser is set to zero. that part which is moving. density and temperature values at the solid surfaces are found from the interior.20 for K is used in this study. casing and blade surfaces. where n represents the direction normal to the solid 51 .

both open-loop and closed-loop control methodologies using steady and unsteady bleeding were studied. The numerical implementation of the bleed boundary condition into the flow Figure 3. usually just a few of the blade passages are modeled. On impeller surfaces.3 and 3. The flow properties at these boundaries are computed by taking the average of the properties on the neighboring points. the flow properties are computed by averaging the properties on either side of the periodic boundary. because of the non-orthogonality of the cells around the blade surfaces.85. neighboring zones share grid lines on their boundaries. Periodicity: Since simulation of the entire flow in a compressor requires significant computations and is very expensive. Density.5 illustrates the periodic boundary 52 . In both control methods. as shown in Figure 3.surface.5. especially near the leading and trailing edges. Bleed Boundary: In this study.6. Therefore.5. is used in the normal direction to the blade surfaces. At the blade-to-blade interface boundaries. described by Pulliam et al. a fraction of the mass flow is removed through a valve at a fixed rate. A schematic of the open-loop control used in this study is shown in Figure 3. bleed valves are implemented circumferentially downstream of rotor. conditions for blocks A and B. a normal momentum equation. located on the shroud. it is assumed that the flow through first blade and the last blade passage are nearly identical and a periodic boundary condition is applied. In the open-loop control. and pressure on the hub and shroud are all directly extrapolated from the interior. Zonal Boundary: As shown in Figures 3.

as discussed in Chapter VI. which in this work were located near 30% of the tip chord. bleed mass flow rate.7 illustrates the schematic of the closed-loop control system used in this study. mb un = ρ b Ab (3-57) Density. While simulating the closed-loop control. bleed valve area. Ab. consistent with the subsonic flow at this boundary. the normal velocity may be written as: . m b . 53 .solver requires user-specification of the bleed valves location. The mass flow rate through the bleed valve is controlled by the instantaneous amplitude of pressure fluctuations sensed by the “computational” probes. From this information. As in open-loop control. The bleed valve was activated when the pressure sensors upstream of compressor face experienced high-pressure fluctuations. and . the density and the tangential velocities are extrapolated from the interior. Figure 3. upstream of the compressor face. the mass flow rate through the bleed valve is linked to pressure upstream of the compressor face by a control unit. pressure and the two tangential components of velocity are extrapolated from the interior.

j.2 Computation of inviscid flux terms on a cell face.j (i.k) (i+1.j. Stencil for q left Left Right Stencil for q right i-1 i i+1 i+2 Cell face i+1/2 Figure 3.1 Control volume and cell-vertex grid points.k) k i Cell face at i + 1 2 Figure 3. 54 .

Inlet boundary: P0, T0, v, w are specified. Riemanninvariant extrapolated from interior.

Periodic boundaries: Properties are averaged on either side of the boundary.

Zonal boundaries: Properties are averaged on either side of the boundary.

Outlet boundary:

.

Solid wall boundary: No-slip boundary conditions. ∂p ∂ρ ∂T = = =0 ∂n ∂n ∂n

m t is specified. All the other quantities are extrapolated from the interior.

Figure 3.3 Boundary conditions used in the axial compressor analysis.

55

Plenum Chamber & mc & mP u(x, y, z) = 0 ap = constant Isentropic & mt

dp p dt

Outflow boundary

=

a2 p Vp

& & (m p − mt )

Figure 3.4 Compressor outflow boundary conditions. Zonal boundary

Block A

Block B

Periodic boundaries

Figure 3.5 Periodic and zonal boundary conditions.

56

One tip chord length

Bleed Valve

Impeller

Figure 3.6 Implementation of bleeding as an open-loop active control.

Controller Unit Pressure Sensors Bleed Valve

Impeller

Figure 3.7 Implementation of bleeding as a closed-loop active control.

57

Next.4 CHAPTER IV CODE VALIDATION STUDIES The numerical scheme and boundary procedures described in Chapter III were coded in a computational flow solver. Results are presented in the following three chapters. and the total number of time steps. The solver first reads a main input data file. before a steady state or a limit cycle oscillation (indicative of separation and/or stall) was achieved. the code reads the boundary condition setup data file to establish the appropriate boundary conditions described in Section 3. This main input file controls the flow type (inviscid. The 58 . Although the present implicit scheme can use large time steps. laminar.4 on the different faces of each of the blocks. It also specifies the computational grid size and the number of grid blocks. patched grid analyses can be performed with this code. The calculations were generally run for several compressor revolutions. the CFL numbers was kept at or below 2 in order to resolve the unsteady flow in a time accurate manner. called GT-TURBO3D. CPU time per time step was 3x10-5 sec per grid point. It also reads nominal mass flow rate. turbulent). Most calculations were carried out on a Silicon Graphics Origin 2000 system using two of the four available processors. mt . The solver and the boundary conditions have been written in a general form so that most multi-block. to & perform the necessary initialization.

comparisons of the experimental data with the CFD results are given in the form of contour plots.mass flow rate across several streamwise planes was monitored and used as a convergence criterion.1. A brief literature survey of work done by other researchers on these two configurations is presented in Section 4. In Section 4. called NASA Rotor 67. computational grids are presented. at a mass flow rate of 33. graphs. 4. The design pressure ratio is 1.56) is the first stage rotor of a two stage transonic fan designed and tested with laser anemometer measurements at the NASA Glenn Research Center. Some grid sensitivity studies are also given. These configurations are the NASA Rotor 67 and NASA Rotor 37 axial compressors.2.1 NASA TRANSONIC AXIAL FAN ROTOR (ROTOR 67) In this section.25 kg/sec. This low aspect ratio rotor (σ=1.63. 59 . This chapter is organized as follows. The two axial compressor rotors used in this study are introduced in Section 4.1. 4. In this section. the configurations and the The first geometry chosen to validate the code and simulate compressor stall control was a transonic high-speed axial fan rotor.1 DESCRIPTION OF THE CONFIGURATIONS STUDIED Two different configurations have been chosen to study the compressor stall and passive/active control methodologies. geometry configurations and computational grids are described as well as their design operating characteristics.3.1. and velocity vectors at the peak efficiency. shown in Figure 4.

with four compressor flow passages was generated using the “Gridgen” meshing package. In each flow passage.533 cm < x < 7. Sixty-six cells were placed in the streamwise direction. of which 33 were located over the blade chord. called the baseline grid. A detailed description of blade and flow-path geometry. the grid. static pressure and flow angle data. temperature.4 and 4. In order to model the rotating stall.106 cm and rotational wall conditions were applied to this region. a H-H-type grid. For this purpose. The grid was generated by loading the geometry surface data from Reference [82] into the mesh package. respectively.The rotor has 22 blades with tip radii of 25. Figure 4. shown in Figure 4. multiple flow passage should be considered.7 cm and 24. The hub/tip radius ratio is 0. The grid at the mid-span and the grid normal to the streamwise direction are shown in Figures 4. respectively. To determine the rotor mass flow rate.375 at the leading edge and 0. has 32 and 21 cells in the radial and circumferential directions.3. The clearance gap was spanned by three cells in the radial direction.6 shows the grids in the r-x plane.2 shows the locations where velocities were measured for this compressor. Figure 4.478 at the trailing edge. The rotor hub is in the region of -3.5. The design rotational speed is 16043 RPM. The hub consists of two stationary and one rotational segments.25 cm at the leading and trailing edge. A hyperbolic tangent node point distribution near the surfaces was used to provide adequate resolution of the boundary layers. known as the 60 . and the tip leading edge speed is 429 m/sec with a tip relative Mach number 1. may be found in Reference [82]. as well as measured data on total pressure.38. a calibrated orifice was used.

106 at a mass flow rate of 20. Grid sensitivity studies were also performed to ensure that the baseline grid has adequate resolution to resolve the leakage flow around the tip. Simulations were also done on another grid with twice the number of grid points in each of the three directions (4x131x63x41). In this study.1.2 kg/sec.36 mm. The rotor has a constant meanline diameter with a hub/tip radius ratio of 0. For this rotor. Figure 4. some part of the hub is rotating.g. stationary wall boundary 61 . as for Rotor 67.meridional plane. 4. This is because three-dimensional visualizations of flowfield in compressors are difficult due to configuration complexity. called NASA Rotor 37.19 m/sec at the inlet tip. the solid wall boundary layers and the shock system. results in the form of vectors or contour plots are presented on one of these planes. producing a speed of 454. Rotor 37 is a NASA stage 37 rotor designed at the NASA Lewis Research Center as a test compressor for a high-pressure ratio (20:1) compressor core of an aircraft engine. The rotor design pressure ratio is 2.3 of this chapter and the next two chapters. The tip relative Mach number is 1.7 shows the Rotor 37 configuration. twisted blades. The design rotational speed is 17188 RPM. e. Results for this configuration are discussed in Section 4.48.8 shows a meridional view of this rotor and the locations of laser anemometers at different stations.7. Figure 4. At the hub.2 NASA TRANSONIC AXIAL FAN ROTOR (ROTOR 37) The second configuration of interest was a high-speed axial flow compressor. The clearance at the design is 0. Details of this compressor may be found in references [83] and [84].

In the CFD assessment. Effects of tip clearance gap on the flowfield have also been investigated by Adamczyk et al.264 cm and x > 4. Nine points were placed in the clearance gap. while rotational boundary conditions were applied in the region –0. 4.4. As in the case of NASA Rotor 67.conditions were applied in the region x < -0. the tip clearance gap was modeled and periodic boundary conditions were applied. the 62 .264 cm < x < 4.521 cm. Rotor 37 was used to assess the prediction capabilities of turbomachinery CFD tools in a blind test organized by the 1994 ASME/IGTI workshop.85 and Chima86. Effects of shock boundary layer interaction and wake development are reported by Hah et al91.2 PREVIOUSLY REPORTED STUDIES ON ROTOR 67 AND ROTOR 37 CONFIGURATIONS Rotor 67 is an AGARD test case and is suitable for CFD validation purposes. It has 119x71x41 grid points in each flow passage in the streamwise. full and half. Studies conducted in the stable part of the design speed operating line for Rotor 67 may be found in References [85]-[92]. with an accurate modeling of the clearance gap. spanwise and pitchwise directions. respectively. The grid is a H-H-type with four flow passages. Several researches have studied flowfields within this compressor. shown in Figure 4. Results for this configuration are given in Section 4. End-wall and casing treatment for Rotor 67 may be found in Reference [92]. The grid for NASA Rotor 37 was generated with the same methodology that was used for NASA Rotor 67.9. Chima obtained the results for two different tip clearance gap sizes.521 cm.

called the NASA Low Speed Centrifugal Compressor (LSCC. [94] and [95]. has been validated for Rotor 67 and Rotor 37 compressor configurations. the flow solver was first applied to the simulation of flow through the NASA Rotor 67 compressor at peak efficiency conditions. CFD results for both the baseline grid and the fine grid are presented and compared with the experimental data. the LSCC validation results are not presented here. Because the predominant thrust of the present study is to model axial compressors. In this section.93. High-speed centrifugal compressors have also been studied using this flow solver and computational-experimental comparison results can be found in References [68] and [70].Rotor 37 was tested in isolation by Suder et al. In the present study. 4. including the comparison of CFD predictions and experimental measurements such as blade pressure distributions. Bright et al96 have studied the dynamics for the Stage 37 during rotating stall. The results for the centrifugal compressor. Several researchers computed the complex flow field for this rotor for the stable branch of the performance map. These results may be found in References [90]. may be found in References [66]-[67]. for which experimental results may be found in Reference [82]. built and tested at NASA Glenn Research Center). described earlier. 63 .3 PEAK EFFICIENCY RESULTS FOR ROTOR 67 The viscous flow solver. The flow solver had previously been used by this author to simulate the flowfield in a low speed centrifugal compressor.

as pointed out in Section 3. the pressure drop. the radial distributions of total stagnation pressure were mass averaged across the annulus. especially in the blade suction side near the leading edge.1. The steady solution at each time level was used as a restart solution file for the next speed level. the pressure at the inlet drops relative to the outflow. The flow solver was applied to the rotor at three different speed levels: 30%. is large and can produce non-physical pressure in that region. Since NASA Rotor 67 is a high-speed compressor at its design speed. By this methodology. no restart solution files exist. the flow properties in the computational domain were assumed to be uniform and were set to their inlet freestream values.At the start of calculations. To calculate the total pressure ratio. 50% and 100% of the design speed. A start-up technique similar to that in a real compressor during acceleration was used to avoid this problem. The formula used was: 64 . As the flowfield was advanced in time. the pressure was allowed to drop in the suction side of the blades gradually and a steady state solution was achieved. The drop in pressure depends on the compressor speed.4. mass flow rates across the streamwise planes were calculated and averaged along the streamwise direction from the rotor leading edge to the rotor trailing edge. At each time step. Therefore. A useful byproduct is performance data at off-design engine speeds. The averaged mass flow rate was considered as the mass flow rate through the rotor and was used as a convergence criterion.

The computed axial velocity showed only a slight difference between the fine grid and the baseline grid. using either one or two processors of the Origin 2000. the time required to perform one compressor revolution (where blades rotate 360°) was between 9 and 12 hours.61 kg/sec (1. up to 3 significant digits.12 shows a comparison between the CFD predictions and the measured normalized axial velocity distribution at the inlet survey station 1 (Figure 4.10 and 4. VSTD =310.2. Figure 4. 65 . The mass flow rate on the fine grid was identical to that on the baseline grid. The velocity is normalized by critical velocity at standard day conditions.11 show the fluctuations of mass flow rate and total pressure ratio.2% difference). Therefore. shown in Figure 4. CFD results are given for both fine and baseline grids.63 m/sec. Figures 4. For the baseline grid.23 kg/sec on the baseline grid.p02 = p01 ∫∫ p p02 01 ρVdA (4-1) ∫∫ ρVdA Here. and the corresponding measurement data is 34. The computed mean mass flow rate was 34. P02 and P01 are the stagnation pressure at station 2 and station 1. one rotor revolution required about 7000 computational time steps. These figures show that the mass flow and total pressure fluctuations at this operating condition are very small (less than 1%). In this study 20 time steps per degree of revolution were used.2). In the fine grid. the running time was increased to 65 hours for one rotor revolution.

Figure 4.13 shows the relative Mach number contours at the 30% span location.05 were observed on the forward position of the suction 66 . Figures 4.Good agreement between the measurements and the predictions was obtained. The smoothing and interpolation procedures may be found in Reference [87].87. The flow pattern inside a transonic fan like the NASA Rotor 67 is very complicated due to phenomena such as a 3-D shock system. problems associated with laser anemometer blade flash and data drop-out. There are several reasons the experimental data do not usually produce good quality contour maps. the CFD calculations showed that most of the flow at this span location is subsonic.13 were produced by Pierzga et al. Background noise. shock-boundary layer interaction. As in experimental results. small regions of supersonic flow. The corresponding experimental contours were obtained from Reference [87]. measured from the hub. non-uniform survey spacing.95 and the flow exits at a Mach number of about 0. It is also seen that the grids have enough resolution to capture the boundary layer profiles near the walls (hub and shroud).13 through 4.15 show comparisons between the computed and measured relative Mach number at two different span locations. and inadequate measurement locations in viscous regions and the boundary layer and wake all produce poor quality plots. clearance flow and three-dimensional separation. with relative Mach numbers about 1. who smoothed and interpolated the measurements to fill the zero velocity data using information from the adjacent survey points in both the streamwise and pitchwise directions. The experimental contours in Figure 4.60. However. The inlet mach number is 0.

The computed results in Figure 4. and a bow shock occurs. These are not visible in the experimental contour plots. At both these radial locations.surface of the blades. the pressure gradient is much higher than at 30% span.15 show the measured and computed relative Mach number at 90% span at two different azimuthal locations.16. the pressure drops on the blades suction surfaces as a consequence of flow acceleration. It is seen that the shock nearly covers the gap between 67 . Figures 4.13 show shear layers over the blade and in the wake. respectively.14 and 4. this may be due to the lack of adequate measurement locations in the viscous regions. This figure demonstrates how the pressure through the compressor builds up. Figure 4. The horizontal axes were normalized by the chord at the corresponding span locations. The comparisons generally agree well and a shock structure was observed. The static pressure contours and the shock locations in the four flow passages at two different radial locations. At 70% span. The computed relative Mach number showed a maximum difference of five percent between the baseline grid and fine grid. All of the four flow passages showed identical pressure distributions. 30% and 70% span. indicating the flowfield is identical and well converged in all blade passages. Zero percent and 100% chord on these plots represent the blade leading and trailing edge. are illustrated in Figure 4.17 shows the relative velocity profile at mid-span on three blade passages. As mentioned earlier. in the same way an airfoil behaves. viewed from the top of the rotor.

19 and 4. as shown in Figure 4. as discussed by Hah91. These figures and the preceding results showed that the baseline grid has enough resolution to capture all the important phenomena occurring in this compressor. relative velocity vectors near the blade surfaces and inside the boundary layer are plotted in Figure 4. Below 40% of span from the tip of the blade. The shock is very strong from the tip to 40% of the span and causes the boundary layer to separate immediately aft of the shock. The relative velocity vectors on a plane normal to the rotor axial direction is given in Figure 4. Velocity profiles are well behaved in the blade passages with no evidence of reversed flow.19.18. To visualize the shock-boundary layer interaction.20. is more streamlined because no shock forms on this surface boundary layer. Such a well-behaved flow is. but is related to a conventional adverse pressure gradient.20. Flow properties and the velocity flowfield were almost identical from blade to blade. shown in Figure 4. the flow is also strongly influenced by a vortex roll-up on the leading edge close to the blade root.the blades. of course. Near the suction side just after the shock. This figure shows the cross flow and does not show any stall cells. suggesting choke conditions are imminent. Flow near the pressure side of the blades. a very strong outward flow in the radial direction was observed. In these figures the results shown are on both fine and baseline grid. Because of the large number of computations involved in surge and rotating 68 . As pointed out by Chima89. expected at the peak efficiency conditions. This outward flow pattern has also been reported in References [89] through [92]. the outward flow is not directly due to the shock-boundary layer interaction.

as well as in the passive and active bleed control calculations. Small regions of reversed flow between the blade tip and the shroud were observed in an enlarged view. This reversed flow and the leakage tip vortex play dominant roles in triggering surge and rotating stall. The overall flow field is well attached and behaved. Figure 4. the baseline grid was used in simulations of off-design operating conditions. as discussed later. shown in the same figure.stall simulations. 69 .21 illustrates the meridional velocity profile at the peak efficiency at mid-passage.

Reference [82].4 cm Figure 4. 90 70 50 30 10 Figure 4.2 Laser anemometer and aerodynamic locations for Rotor 67.1 NASA Rotor 67 configuration. Reference [90]. 70 .51.

3 Computational grid for Rotor 67. Figure 4.4 Streamwise computational grid at midspan for Rotor 67. 71 .Figure 4.

5 Pitchwise computational grid for Rotor 67.6 Computational grid in the meridional plane for Rotor 67. Figure 4.Figure 4. 72 .

8 Laser anemometer and aerodynamic locations for Rotor 37.Figure 4.7 NASA Rotor 37 configuration. Figure 4. 73 . Reference [90]. Reference [84].

2 0 -0.9 Computational grid for Rotor 37.6 0.10 Time history of mass flow rate fluctuations about mean flow at peak efficiency conditions (Rotor 67). 74 . Ωt/2π Figure 4.2 -0.Ω Figure 4.6 -1 1 2 3 Rotor Revolution. Massflow Rate Fluctuations (kg/s) 1 0.

00 Fraction of Span from Hub to casing Figure 4.70 0.60 0.80 1.50 30 % Pressure Fluctuations -40 -30 -20 -10 10 -10 0 10 20 30 40 -30 -50 % Mass Flow Rate Fluctuations Figure 4.11 Pressure and mass flow rate fluctuations at peak efficiency conditions (Rotor 67). 0.20 0.60 0.40 0.10 0.12 Comparison between experiments and present results of inlet axial velocity at peak efficiency conditions (Rotor 67).00 0. 75 .50 U/VSTD 0.00 CFD-Baseline Grid Laser Measurment CFD-Fine Grid 0.40 0.20 0.30 0.

76 .13 Comparison between experiments and present predictions of relative Mach number contours at 30% span at peak efficiency (Rotor 67).Computed Measured (Reference 87) Figure 4.

8 0.4 1.2 M 1 CFD-Basedline Grid CFD-Fine Grid experimental 0.6 1. 77 .15 Comparison between experiments and present results of relative Mach number at 90% span and 50% pitch at peak efficiency (Rotor 67).6 -125 -50 25 % Chord 100 175 Figure 4.1.6 1.8 0.6 -125 -50 25 % Chord 100 175 Figure 4.Fine Grid experimental 0. 1.4 1.14 Comparison between experiments and present results of relative Mach number at 90% span and 30% pitch at peak efficiency (Rotor 67).2 M 1 CFD-Baseline Grid CFD.

78 .16 Static pressure contours at 30% and 70% span at peak efficiency (Rotor 67).30% Span 70% Span Figure 4.

Figure 4. 79 .Figure 4.18 Secondary flow in the circumferential direction at peak efficiency (Rotor 67).17 Relative velocity profile at mid-span at peak efficiency (Rotor 67).

80 .Shock TE LE Baseline Grid Fine Grid Figure 4.19 Flow field near blade suction surface at peak efficiency (Rotor 67).

Casing Hub Baseline Grid Fine Grid Figure 4.20 Flow field near blade pressure surface at peak efficiency (Rotor 67). 81 .

Casing Tip LE ( Figure 4. 82 .21 Flow field at mid-passage at peak efficiency (Rotor 67).

velocity vectors and pressure contour plots of the flowfield. the stable operating. no azimuthal disturbances (stall cells) were observed and the flow was circumferentially uniform. Results include the characteristic performance maps. Investigation of the flowfield at off-design conditions is one of the goals of this study. and time traces of pressure upstream of the compressor face using computational probes located around the circumference of the compressor. Furthermore. as the mass flow rate through the compressor is decreased from this stable point to the surge line. are presented at different operating conditions. disturbances grow and lead the system to unstable conditions. the time history of the flow at selected points on these curves. the mass flow and pressure fluctuations are very small. Results for the Rotor 67 compressor are presented in Section 5.1.2. peak efficiency condition results for the compression system NASA Rotor 67 were discussed. However. 83 . as pointed out in Chapters I and II.5 CHAPTER V RESULTS AT OFF-DESIGN CONDITIONS In the previous chapter. The calculations for the Rotor 37 are given in Section 5. It was shown that at this operating point. and is documented in this chapter In this chapter. the computational results for the two axial compressors introduced in Chapter IV.

The radial distributions of total temperature and stagnation pressure are mass averaged across the annulus. and the operating point obtained. In Section 5.1. the characteristic performance map of a compressor is obtained by changing the compressor mass flow rate using a throttle valve in the plenum.1.1. The backpressure is calculated from Equation (3-56) with a user specified mass flow rate at the plenum exit. From the pressure difference between the compressor inlet and diffuser exit. Stalled flow results are given in Section 5. In this study. the mass flow rate through the compressor can be computed.5. results at the onset of stall are presented.1 ROTOR 67 RESULTS Results from CFD unsteady calculations for the compressor NASA Rotor 67 at two different operating conditions are discussed in this section. This kind of normalization removes uncertainties in the experimental mass flow rates.1 ONSET OF STALL As mentioned earlier. the flow solver was applied to the NASA Rotor 67 for 10 different operating conditions to construct the overall rotor performance map.96 kg/sec and the 84 .1. 5.1. The calculated total pressure ratios at full speed are plotted against the normalized mass flow and compared to experimental data in Figure 5.2. The reported choked mass flow rate for the NASA Rotor 67 is 34. Both calculated and experimental data are nondimensionalized by their corresponding choked mass flow rate. the performance map of a compression system is the relation between the total to total pressure ratio and the compressor mass flow. In real life.

7% difference). Point A in Figure 5. The adiabatic efficiency of a compressor is the ratio of the ideal input work needed to raise the total pressure of a working fluid from a pressure value P01 to a new value P02. the CFD calculations for the other two points. A.calculated value is 34. and its corresponding results were studied in the previous chapter. indicated on the performance map. It is seen that the performance map agrees well with the experimental data. . The adiabatic efficiency of the compressor can be found by using: η ad = Ws Wa (5-1) where Ws and Wa are the isentropic and actual work done on the flow. B and C.1 is related to the peak efficiency condition.72 kg/sec (0. are the operating points where the detailed flowfield was studied. to the actual work needed to accomplish this task. B and C. Three points. Here. respectively. (5-2) Applying isentropic relationship for point 1 and 2: 85 . These can be found as follows: Ws = m c p (T02 s − T01 ) Wa = m c p (T02 − T01 ) . are discussed.

T02 T01 s p = 02 p 01 γ −1 γ (5-3) and using Equations (5-1) to (5-3). we get : η ad p02 γ p −1 01 = T02 −1 T01 γ −1 (5-4) The radial distributions of total temperature and stagnation pressure are mass averaged across the annulus and are obtained from Equation (4-1) and the following equation: T02 = T01 ∫∫ T T02 01 ρVdA (5-5) ∫∫ ρVdA Figure 5. The predicted peak efficiency occurs at a slightly higher mass flow rate as compared to the experimental results. 86 .2 shows the comparison of measured and computed adiabatic efficiency for different operating conditions.

All the probes showed same amount of deviation and are very close to zero. 16% of its mean value.6% difference). four “numerical” probes were circumferentially located in a stationary system 30% of the tip chord upstream of the rotor blade row. or 32.11. no 87 .57 and 0.Stall inception in compressor experimental studies is normally detected by hotwire probes placed in a stationary frame around the circumference of the compressor.5.6 are shifted vertically by a constant interval. the time traces shown in Figure 5. The computed mean mass flow rate was 31.4 shows the fluctuations of mass flow rate and total pressure ratio for operating point B on the compressor map in Figure 5. At each computational time step the probes calculated the axial component of the flow velocity and the corresponding pressure. Figures 5. it can be seen that the fluctuations at this point increased by about 15%.6 kg/sec and the corresponding measurement data at the onset of stall is 92% of choked flow.6 illustrates the deviations of the static pressure of each of the four probes from their azimuthally averaged values. The spatial average of static pressure from the probes upstream of the compressor face is shown in Figure 5. For clarity. In the other words. The averaged pressure fluctuated between 0.67 of the about value at the inlet face. Compared to the mass flow and pressure fluctuations at point A in Figure 4.1 kg/sec.3. indicating the flow was periodic from blade to blade. The probes were placed in the mid-pitch of each of the flow passages and at 90% of the span from the hub. Figure 5.1. In the present study. (~1. The amplitude of the flow oscillations at point A was less than 1%. as shown in Figure 5.

A comparison of Figures 5.4 indicates that as the mass flow rate through the compressor is decreased by six percent. was observed.1.9 and 5. equal to 84 Hz. from point B to point C in Figure 5.6% of the choked mass flow rate (29.evidence of circumferential disturbances was observed.1. The total pressure ratio fluctuation versus the mass flow fluctuation is illustrated in Figure 5. the amplitude of the total pressure ratio oscillation increases from 10% to 50%. Limit cycle oscillations with a frequency of about 1 blade 70 passage frequency. The axial velocity fluctuations were small and there was no reversed flow for this operating condition. even though the amplitudes of the mass and total pressure fluctuations are about 15% and 10% of the mean values. it was shown that at peak efficiency conditions.8 shows the time history of the mass flow rate for about 25 rotor revolutions.7 depicts the time traces of the spatial average of the axial velocity component upstream of the compressor face. generally the flow was well aligned and just a small region of reversed flow in the clearance gap was 88 . Vector plots in meridional planes and pressure contour plots in circumferential planes were used to study the effects of these large flow fluctuations on the flowfield.4 kg/sec) causes the compressor to experience very large amplitude fluctuations of both mass flow rate and total pressure ratio. In Chapter IV.2 ROTATING STALL AND MODIFIED SURGE SIMULATIONS Decreasing the mass flow rate to 84.9. Figure 5. Figure 5. 5. respectively.

These vector plots are shown in the meridional plane at the midpitch of one of the flow passages. precursor level and stall level. and lasted for approximately half of the rotor revolution. II. were very small. The spatial averages of axial velocity and static pressure from the probes readings are shown in Figure 5. darker regions represent low-pressure areas and the lightly shade regions correspond to high-pressure areas.21). for one compressor revolution.12. It was observed that the low-pressure regions are moving in the opposite direction of the shaft rotation. in stall level (section III). Figure 5. section II). section I. indicated by sections I. These levels can be called as recovery level. Three different levels of amplitude with high frequency fluctuations. After about one revolution. about 3% of their average. A power spectral density analysis was performed to determine the dominant frequencies of the averaged static pressure fluctuations. The static pressure contours in the circumferential plane upstream of the compressor face for operating conditions C are illustrated in Figure 5. Finally the stall cycle leads to a very large fluctuations.observed (see Figure 4.10 illustrates the growth of this reversed flow and flow separation at operating point C at three different time instances. The amplitude of fluctuations for both pressure and axial velocity in the recovery level.11 at one instance in time. in a rotating frame. In this figure. were observed in this figure. the amplitude of fluctuations increased to 20% (precursor level. The rapid growth of the tip leakage vortex over one and half rotor revolution causes some reversed flow in the inlet near the casing. 50%. The results are shown in Figure 89 . and III.

In this study only Rotor 37 was simulated.13. Figure 5. As mentioned earlier. The experimental data are for the Stage 37. It was observed that the probes experienced same axial velocity magnitude for about 1. followed by a different velocity magnitude in each probe for approximately another 1. This figure shows that the dominant frequency of these azimuthal disturbances is about 100 Hz.11 to 5.5 rotor revolutions. the time traces shown in this figure are shifted vertically by a constant interval. Bright et al. it is believed that the compressor at this operating condition.2 ROTOR 37 SIMULATIONS The second configuration. As in Figure 5.12) for all of the four probes.6. which includes Stator 37 and Rotor 37. No one-toone comparisons with the experimental measurements were attempted. is experiencing a three dimensional instability that is similar to a modified surge. and the effects of stator and rotor interaction were not evaluated. point C.5 revolutions. From the above discussion. 90 . Figures 5.14 illustrates the deviation of axial velocity from the spatial averaged axial velocity (shown in Figure 5.5. which is about 38% of the rotor frequency. which was briefly studied.14 indicate that the flow is not symmetric from one blade passage to the next and a part span rotating stall occurs. was the compressor NASA Rotor 37. which is a combination of rotating stall and surge.96 at NASA Glenn Research Center have obtained surge and rotating stall data for this compressor. due to date availability. 5.

The time history of the mass-flow rate and total pressure ratio at the selected points A.15. The computed result for point C was about 12 kg/sec. B and C. Good agreement between the computed results and measured data was observed. Figure 5.18.17 indicates that the 91 .1 was applied to study compressor operation at 70% of design speed. Figure 5. Spectral power density for these azimuthal disturbances was plotted in Figure 5. and at this operating point calculations showed very small fluctuations (~1%).The flow solver was applied to the NASA Rotor 37 for seven different operating conditions. are plotted in Figure 5. To investigate azimuthal disturbances. which was about 12000 RPM.0 kg/sec. The same methodology used in Section 5. computational probes one tip chord upstream of the compressor face were used. with 15% fluctuations in the mass flow. The mass flow rate for point A was 15.1.5 kg/sec and the mass flow fluctuations increased to 5% of the mean flow. indicated on the performance map.16. the compressor performance map was extracted and is shown in Figure 5. This figure revealed that these disturbances had a very high content frequency (1-8 kHz) with small amplitudes.17 shows the deviation of pressure magnitudes from the circumferentially averaged pressure. the mass flow was 13. This figure indicates that the pressure disturbances were small compared to the 15% fluctuations in mass flow at this operating condition. These high frequency small disturbances may be due to fine scale boundary layer phenomena. From these results. This RPM corresponds to the compressor RPM in the NASA test. At point B.

92 . We call this a surge because the pressure fluctuations at all four probes are nearly identical. which may referred to as a mild surge.compressor experienced a one-dimensional disturbance. with no phase difference indicative of a rotating stall.

75 1.8 1.9 .6 1.5 1.94 0.2 Comparison of measured and computed adiabatic efficiency (Rotor 67).35 Experiment 1. m Choked Figure 5.94 0.86 Experiment CFD 0.92 0.65 Total Pressure Ratio 1.7 1. 0.94 .9 0.96 0.3 0.98 1 m . 0.86 0.84 0.96 0.84 0. C B A 0.1.88 0.4 CFD 1.92 0.9 0.45 1. mChoked Figure 5.88 0.92 Efficiency 0.98 1 m . 93 .88 0.82 0.1 Comparison of measured and computed characteristic performance map (Rotor 67).55 1.

I II III IV

Ω

IV

III

II

I

Ω

Figure 5.3 Locations of the computational probes (Rotor 67 and Rotor 37).

94

50

30

% Pressure Fluctuations

-40 -30 -20 -10

10

-10

0

10

20

30

40

-30

-50

% Mass Flow Rate Fluctuations

Figure 5.4 Pressure and mass flow rate fluctuations at the onset of stall, operating point B (Rotor 67).

P Pref

Rotor Revolution, Ωt/2π Figure 5.5 Time history of averaged pressure computed by probes upstream of the compressor face at operating point B (Rotor 67).

95

P−P Pref

Rotor Revolution, Ωt/2π Figure 5.6 Time history of pressure deviation from its azimuthally averaged pressure upstream of the compressor face at operating point B (Rotor 67).

u a∞

Rotor Revolution, Ωt/2π Figure 5.7 Time history of averaged axial velocity computed by probes upstream of the compressor face at operating point B (Rotor 67).

96

9 Pressure and mass flow rate fluctuations at operating point C (Rotor 67).8 Time history of mass flow rate fluctuations at operating point C (Rotor 67).. 97 . 50 30 % Pressure Fluctuations -40 -30 -20 10 -10 -10 0 -30 -50 10 20 30 40 % Mass Flow Rate Fluctuations Figure 5. Ωt/2π Figure 5. m (kg/sec) Rotor Revolution.

98 .a) After ½ Rotor Cycle b) After 1 Rotor Cycle c) After 1.5 Rotor Cycle Figure 5.10 Temporal growth of reversed flow at operating point C (Rotor 67).

Low static pressure regions Ω Figure 5. 99 .11 Instantaneous circumferential pressure fields at operating point C (Rotor 67).

100 .I II III u a∞ P Pref Rotor Revolution.12 Time history of averaged axial velocity and pressure computed by probes upstream of the compressor face at operating point C (Rotor 67). Ωt/2π Figure 5.

101 .13 Power spectral density of the azimuthally averaged pressure fluctuations upstream of the compressor face at operating point C (Rotor 67). u −u a∞ Rotor Revolution. Ωt/2π Figure 5.14 Time history of axial velocity deviation from its azimuthally averaged axial velocity upstream of the compressor face at operating point C (Rotor 67).Power Spectral Density of Pressure Frequency Hz Figure 5.

1.6

Total Pressure ratio

B C A

1.4

1.2

Experiments CFD

1 10 12 14 16 18

Mass Flow Rate (kg/sec) Figure 5.15 Computed and measured characteristic performance map at 70% design speed (Rotor 37).

Figure 5.16 Fluctuations of total pressure ratio versus mass flow rate at different operating conditions (Rotor 37).

102

P−P Pref

Rotor Revolution, Ωt/2π Figure 5.17 Time history of pressure deviation from its azimuthally averaged pressure upstream of the compressor face at operating point C (Rotor 37).

Power Spectral Density of Pressure Deviation

Figure 5.18 Power spectral density of pressure deviation from its azimuthally averaged pressure fluctuations upstream of the compressor face at operating point C (Rotor 37).

103

6

CHAPTER VI

ACTIVE CONTROL STUDIES OF ROTOR 67 CONFIGURATION

Axial compressors operate in regimes where both rotating stall and surge impose limits on low flow rate operability. The useful operating range can be as small as 10 percent of the design flow rate. For example, in the compressor Rotor 67 described in the previous chapters, the surge line occurs at 92% of the choked flow. In the other words, the stable operating range in this rotor is just 8% of the maximum delivery flow. Therefore, control methodologies are necessary for extending the stable operating range of compressors. Control strategies designed to enhance the operability of compressors must address rotating stall, surge, and their interaction. In recent years, there has been much work on improving operating range of compression systems using active and passive control methods. These methods were discussed in Section 2.3 and schematically shown in Figure 2.7. Ever since the Moore-Greitzer23-24 model became available, work on feedback stabilization methods for compressors has been extensive and a considerable number of papers have been published. One of the most common of these methods is bleeding. Since its application in early compressors more than 60 years ago, bleeding has been used for engine start-up purposes. Bleeding has also been used over the past two decades to shift the surge line to lower mass flow. Fisher41 used a bleed valve in a centrifugal

104

42 studied centrifugal surge control using throttle valves as actuators. At the maximum speed. In a series of experiments.98. The first one is a simple steady bleeding control. results for 105 . In Section 6. The second type is an unsteady bleeding linked to the pressure fluctuations upstream of the compressor face. and a 25% reduction of mass flow rate prior to onset of surge was achieved. The amount of bleeding has been reported ranges from 1 to 10 percent of the mean flow40-43. They showed that by one to two percent air injection. and Wang et al. In the series of papers published by Yeung and Murray 40. analysis of bleed valve rate requirements for suppressing rotating stall are presented. This is referred to as closed-loop control. Yeung et al.compressor at various compressor shaft speeds. Pinsley et al. the rate of bleeding could be reduced by 30%. referred to as open-loop control.99 at Georgia Tech used bleeding in the plenum to reject surge in axial and centrifugal compressors.1. The bleed valves in both cases were located one tipchord downstream of the rotor blades.97 were one of the first groups to report successful experimental implementation of a bleed valve controller. Prasad et al. the surge line was decreased by 21% toward the low mass flow rate side. Between 50000 and 70000 RPM. this shift was 28% to 31%. 78000 RPM. at Cal Tech. two types of bleeding were considered. In this study. Eveker et al. This chapter discusses the CFD results for the two control methods applied to the NASA Rotor 67 compressor.40experimentally showed that the rate of bleeding may be reduced by injecting air downstream of the compressor face.

As pointed out in Section 3. a 3. The fraction of mass flow rate and the locations of the bleed valves are specified by the user. 6.2% of the mean flow bleed was applied to the unstable operating condition at point C. It may be recalled that the compressor experienced modified stall at the unstable branch (B-C) of the compressor map. A comparison between Figures 6.1.5 rotor revolutions. to simulate the open-loop control.10 (reproduced here for convenience) shows that the compressor casing is seen to restore attached flow over much of the whole compressor.6.1 OPEN-LOOP CONTROL STUDIES In open-loop control. In this study.2 and 5. A schematic of the steady bleeding is shown in Figure 3. 106 . a fraction of the mass flow rate is removed through a valve placed on the compressor casing. which can be tailored to enhance the stable operation of the compressor. shown in Figure 6. as shown in Equation (3-57). A bleed valve will have its own throttle characteristic. Section 6. it was assumed that flow is removed at a constant rate in an azimuthally uniform rate. Such a steady bleeding is inefficient and must be turned off during design operations.the open-loop control are presented.2 shows the velocity vectors at the azimuthal plane at midpitch with the passive bleed control after 1. To see the effects of the open-loop control on the flow field. Figure 6. the normal velocity component is calculated from the amount of the bleed flow and the bleed area.6.2 deals with the results for the closed-loop control.

Referring back to the performance map with open-loop control shown in Figure 6. which is 87. m p . 107 . it is seen that the stable operation of the engine has been extended to 87. .9 and Figure 6. the horizontal axis is the mass flow rate through the compressor before . . and the vertical axis is the total pressure ratio for the whole system including the bleeding. which is m c − m b .2% bleed brings the compressor to a new operating point. and the mean total pressure ratio was 1.4 kg/sec. giving effectively a 38. bleeding.Figure 6. Also. Another way to compare the controlled-operating point D in the performance map with the other operating conditions is given in Figure 6.2% bleed from the operating point C brings the compressor .2% increase in the operating range of the compressor. a 3. This operating point is shown in the Figure 6.4. A 3. and reduces the totalto-total pressure ratio of the rotor. m c .3 shows the fluctuations in mass flow rate and total pressure ratio for this steady bleed condition.1.6% of the choked mass flow rate. In this figure. This is because removing some high-pressure air from the compressor causes a reduction in the total pressure at the rotor exit.5% of the choked flow rate. where m b is the bleeding mass flow rate through the bleed valve. . In Figure 6.3 (reproduced here for convenience) reveal that this open-loop bleeding reduces the amplitude of total pressure oscillations by 75%. a comparison between Figure 5.1.1. The computed mean mass flow rate entering the plenum was 30. D. indicated by point D. As can be seen. the vertical axis represents the non-dimensional pressure rise and the horizontal axis is the mass flow rate entering the plenum.65.

the corresponding throttle characteristic Kt. In other words. the operating point D has the same throttle characteristic as point F in the performance map. Without open-loop control the system will enter into modified surge at mass flow rates below 31. A comparison between Figure 6. Figure 6.4.6 kg/sec (point B).5 shows a comparison between the non-dimensional axial velocity at 108 . .. where m t is the throttle mass flow rate. valve. (6-1) The throttle characteristic map was obtained by using the calculated Kt at point D and Equation (6-1) for different mass flow rates. .4 shows that even though the bleeding was applied to point C. . From this point of view. From a knowledge of m t and gage pressure ∆p at throttle . the dashed line represents all the points having the same throttle position. to a new operating condition D. To understand why and how the bleed-air mechanism works. the branch B-D is a stable branch of the performance map. is 29. Under steady state conditions m p = m t . The reason for choosing the horizontal axis to be m p is to compare the throttle position for this point with the throttle positions for other points in the compressor performance map.43 kg/sec.1 and Figure 6. and is plotted as a dashed line in Figure 6. This is a useful extension of the operating conditions. representing flow that goes into downstream components. was calculated as follows: m t = K t ∆p . bringing the compressor to the operating point D. the flow field was examined. The useful mass flow rate.

It is seen that local reversed flow regions first originate near the blade leading edge. compressor is in stable operation.point C.7 (reproduced here for convenience) reveal that the open-loop control eliminates the stall cells. the probes showed only very small fluctuations and reversed flow was completely eliminated. If left unchecked. four “numerical” velocity probes were implemented circumferentially at the upstream of the compressor face.7 illustrates the deviation of axial velocity from the spatially averaged axial velocity for all of the four probes.6). after three different rotor cycles.8 show that the 109 . Compared with results for point C in the Figure 5. and point D.2% of the total flow rate entering the inlet was removed from the compressor.6 and 6.8. the reversed flow regions near the leading edge disappeared and a stable operating condition was restored As in operating points B and C. When 3. A comparison between Figure 5. a stalled and unstable condition. It is observed that all of the probes are identical and no circumferential disturbances indicative of rotating stall were observed. leading the compressor to an uncontrolled growth of mass flow rate and pressure fluctuations. this flow region grew temporally and spatially. The time traces shown in this figure are shifted vertically by a constant interval. The spatially averaged values of axial velocity and static pressure from the probes readings are shown in Figure 6. a stable condition achieved with bleed valve control. The data was acquired near the leading edge at mid-passage of the compressor.6 through 6.3. Figure 6.12 (reproduced as part of Figure 6. Figures 6. to trace the axial velocity component. shown in Figure 5.14 and Figure 6.

is related to the gage pressure ∆p at the bleed location: . The bleed valve was activated whenever the pressure sensors in the upstream of compressor face experienced high-pressure fluctuations. The amount of air that is removed. and activated the bleed valve. Therefore. which monitored by a control unit. Kb is the bleed valve constant and is related to the valve geometry. m b .6. the effects of open-loop control on the flowfield were discussed. The mass flow of the bleed valve is linked to the instantaneous amplitude of pressure fluctuations acquired by the “computational” probes. the bleed rate was linked to pressure amplitudes upstream of the compressor face. a closedloop active control methodology was studied. such a steady preset bleeding is inefficient and must be turned off when the compressor operates close to design conditions. determined the amount of bleeding needed. Quantity Ab is the bleed valve area and 110 .2 CLOSED-LOOP CONTROL STUDIES In the previous section. mb = K b Ab ∆p (6-2) In Equation (6-2). and results are presented in this section. This control unit received the pressure signals from some probes located upstream of the compressor face. The closed-loop control was applied to the NASA Rotor 67 configuration. In this approach. . As mentioned earlier.

The normal velocity at the bleeding points was calculated using Equation (6-2): un = k b ∆p ρb (6-4) Figure 3. The following parameters. and the two components of tangential velocity were extrapolated from the interior.7 illustrates the schematic of the closed-loop diffuser-bleed valve control used in this study. As in open-loop bleeding.∆p = pb − p∞ (6-3) where pb and p∞ are the pressure at the bleed location and ambient pressure. which are user inputs. if the pressure values at the 111 . At each time step. The bleed valve was placed one tip chord downstream of the rotor. The pressure. respectively. identify the active bleed configuration: Bleeding locations Pressure sensor locations Bleed characteristic constant Permitted upper and lower limits of pressure for the pressure sensors In this study. the bleeding under feedback control was circumferentially uniform on each of the flow passages. density. the “numerical” probes were located at 30% tip chord upstream of the compressor face.

Figure 6. Figure 6.probes were out of the permitted fluctuation limits.8. In this figure. Figure 6. and plot the throttle 112 .1 is the mass flow rate through the compressor before bleeding.54P∞. when closed-loop control was used. This operating condition is referred as point E in the performance map. As pointed out earlier. Figure 6. The characteristic constant value Kb in Equation (6-2) was chosen to be 3. the horizontal axis in Figure 6. a methodology similar to the one used in openloop control was used to compute the throttle characteristic. the upper permitted limit of the inlet pressure fluctuations was set to 0.1. the bleed valve removed some air from the compressor. The closed-loop control was applied to point C. the recovery and precursor levels. in Figure 6. As mentioned earlier.9 shows the circumferential averaged pressure fluctuation of the four probes at operating point C without bleed control. Kt. This value was chosen to ensure the rate of mass bleeding flow was less than 2% of the mean flow.10 shows the fluctuations of total pressure ratio versus mass flow rate fluctuations. Figure 6. three levels of amplitudes were observed. A comparison with Figure 5. respectively.67P∞ and the lower one was chosen 0.1. The bleed valve was not activated for the first two lower amplitude levels. As shown in Figure 6.0. the reduction in the total pressure fluctuations was larger for open-loop control.9 shows that the amplitude of fluctuations were reduced by 30% and 40% in total pressure ratio and mass flow rate.1 shows that the closed-loop approach restores the stable operating condition at a higher pressure ratio. However.11 shows the pressure rise across the compressor stage versus the mass flow rate entering the plenum.

Also. whereas at point E (closed-loop control). it may be concluded that the compressor is in a stable operating condition at point E. The averaged bleed flow rate at operating point E was about 1.12. From Figures 6.41 kg/sec.14. The spatial average of axial velocity from the probes’ readings is shown in Figure 6. the mass flow rate was 30. it can be seen that the controlled operating point E has the same throttle position as the unstable operating point G.2%. and no reversed flow was observed. The amplitude of these disturbances was only 20% of the disturbance amplitude for the unstable operating point C. from Figure 6. Figure 6.8 percent of the mean flow rate.10 and 6.13.characteristic map.11. it was 3.11. At the operating . 113 . It is observed that the probes show small circumferential disturbances.03 kg/sec.14. The fluctuations were large compare to the 3. It should be mentioned that the air bleeding rates for operating points D and E were different.13 illustrates the deviation of axial velocity from the spatially averaged axial velocity shown in Figure 6. shown in Figure 5. the amplitude of the axial fluctuations was reduced.49 kg/sec without instabilities. From Figure 6. Compared to results for point C in the Figure 5.2% steady bleeding case. it can be concluded that the useful mass flow rate can be as low as 29. point D (open-loop control) the mass flow rate m p was 30.12. The velocity time traces shown in this figure are shifted vertically by a constant interval. where at point D.

It is clear that both open-loop and closed-loop controls provide a useful extension of the stall margin in the system.The table below summarizes the calculations reported in this study. .3 Table 6.541 29. Cases studied mc mb (kg/sec) (kg/sec) m p = m c − mb (kg/sec) .437 38.49 50. . 114 .973 29.41 0.03 0. .4 Unstable 30.2 30. .4 ____ 29. . % o Extension of operability margin m Onset of Stall − m c m Choked − m Onset of Stall . . x100 Stalled condition operating point C Open-loop control operating point D Closed-loop control operating point E 29.1 Summary of stall margin extension for the two control schemes studied. .

5 1.92 0. 0.96 0.7 1.75 B C E D 1.94 0.9 . 115 .86 0.8 1.88 0.82 CFD with Open-Loop Control CFD with Close-Loop Control Experiment 0.& mb & mc & mP Plenum Chamber & mt 1. m Choked Figure 6.35 1.98 1 mc .1 Characteristic performance map with bleed control (Rotor 67).84 0.4 1.55 1.65 Total Pressure Ratio A 1.3 0.45 Stable Controlled Conditions CFD without Control 1.6 1.

Without control. 116 . 3.2 Velocity profile with/without open-loop control (Rotor 67).2% Bleed With open-loop control. Figure 6. operating point D. operating point C.

Without control. 117 .3 Total pressure ratio and mass flow rate fluctuations with/without openloop control (Rotor 67). operating point C 50 30 % Pressure Fluctuations -40 -30 -20 10 -10 -10 0 -30 -50 10 20 30 40 % Mass Flow Rate Fluctuations With open-loop control. operating point D 50 30 % Pressure Fluctuations 10 -40 -20 -10 0 20 40 -30 -50 % Mass Flow Rate Fluctuations Figure 6.

8 0.6 28 29 C D F B A CFD without Control CFD with Open-Loop Control Throttle Characteristic 30 .2 1. 31 32 33 34 35 m p (kg / sec) Figure 6.7 0.1 ∆P Pref 1 0.9 0. 118 .4 Characteristic performance map with throttle characteristic for openloop control (Rotor 67).& mb & mc & mP Plenum Chamber & mt 1.

5 Spanwise distribution of axial velocity at mid-passage near the leading edge (Rotor 67).20 0.60 0. 119 .100 80 After 1.5 revolution 3.40 0.5 revolution 60 40 20 0 0.2% bleeding -0.00 After 0.40 -0.20 U/Uinf 0.80 Figure 6.

Without control. Ωt/2π With open-loop control. operating point C u a∞ Rotor Revolution. 120 . operating point D u a∞ Rotor Revolution.6 Time history of axial velocity with/without open-loop control (Rotor 67). Ωt/2π Figure 6.

operating point C u −u a∞ Rotor Revolution. operating point D u −u a∞ Rotor Revolution. Ωt/2π With open-loop control.7 Time history of axial velocity deviation from its azimuthally averaged axial velocity with/without open-loop control (Rotor 67). 121 .Without control. Ωt/2π Figure 6.

P Pref Rotor Revolution.9 Upper and lower limit of pressures that trigger closed-loop control (Rotor 67). 122 . Pressure upper limit P Pref Pressure lower limit Rotor Revolution. Ωt/2π Figure 6.8 Time history of static pressure under open-loop control (Rotor 67). Ωt/2π Figure 6.

50 30 % Pressure Fluctuations 10 -30 -20 -10 -10 0 -30 -50 10 20 % Mass Flow Rate Fluctuations Figure 6. 32 33 34 35 m p (kg / sec) Figure 6.11 Characteristic performance map with throttle characteristic for closedloop control (Rotor 67). 1.7 0.6 28 CFD with Close-Loop Control Throttle Characteristic 29 30 31 .9 0.8 1 E A CFD without Control 0.2 1.10 Total pressure ratio and mass flow rate fluctuations under closed-loop control (Rotor 67).1 C G B ∆P Pref 0. 123 .

124 . u a∞ Rotor Revolution.13 Time history of axial velocity deviation from its azimuthally averaged axial velocity upstream of the compressor face under closed-loop control (Rotor 67).u −u a∞ Rotor Revolution. Ωt/2π Figure 6.12 Time history of axial velocity under closed-loop control (Rotor 67). Ωt/2π Figure 6.

a three-dimensional unsteady Navier-Stokes analysis capable of modeling multistage turbomachinery components has been developed. 125 . The analysis can also use a previously stored solution file with the corresponding grid file. Open-loop bleed control and closed-loop control methods have been studied and are demonstrated to stabilize the system. this is the first application of a fully 3-D unsteady viscous flow analysis for modeling axial compressor control in this fashion. A number of code-validation studies have been done for centrifugal and axial configurations. the conclusions of this research are presented in Section 7. To the author’s knowledge. This method uses a cell-vertex finite volume scheme to solve the governing equations in a body-fitted rotating coordinate system. Studies have also been done to understand some of the mechanisms behind rotating stall and surge.2. In this chapter. A one-equation Spalart-Allmaras turbulence model equation was implemented in the solver to account for the turbulence effects.7 CHAPTER VII CONCLUSIONS AND RECOMMENDATIONS In the present work. The recommendations for further work in the future are given in Section 7. The scheme is third order accurate in space and first or second order in time. to restart the computations.1.

devices and mechanisms that directly alter the pressure levels in the plenum chamber are an effective way of controlling surge.1 CONCLUSIONS The following items are concluded from the current work: 1. These methods are suitable for identifying “hot spots” in the flow field.g. This phenomenon is consistent with experimental observations. demonstrated in this work.7. 2. 3Inlet disturbances can trigger rotating stall. or through active control (e.Three-dimensional unsteady flow solvers such as the one developed here are valuable tools for modeling and understanding rotating stall and surge.g. Therefore. The exchange of energy between the plenum chamber and the flow inside the blade passages is a major mechanism for surge. and for developing flow control devices for the system. These oscillations may roughly be divided into these 126 . It should be possible to mitigate rotating stall through careful redesign of the inlet.Rotating stall and surge phenomena are often accompanied by temporally growing pressure and velocity fluctuations in the inlet upstream of the compressor face.The plenum-chamber downstream plays a critical role in surge development. through guide vanes. 4. for redesigning the system (e. casing treatment). jets). The stall cells in the present This observation has been numerically simulation appear to rotate at 38% of the rotor RPM. in the direction of the rotor rotation.

This law also accounted for the bleed valve 7. 5. This boundary may be written as: 127 . In this work. is to let this nominal mass flow through the throttle also fluctuate with time. and a nominal fixed mass flow rate controlled the compressor operation. a simple unsteady boundary condition was introduced.It should be possible to establish simple rule-based control laws linking the inlet pressure fluctuations to the amount of actuation needed.categories: precursor. stall.2 RECOMMENDATIONS The following items are suggested to extend the current work: 1. Another type of outlet boundary condition. that should be tested. this is the first time precursor waves have been used in a numerical simulation to detect and automatically control rotating stall. characteristics. to trigger open-loop or closed-loop control. and recovery. in particular the precursors. It should therefore be possible to use these oscillations. In this manner both backpressure and throttle mass flow vary at each time step. and modified surge. surge. A very simple law that triggers bleeding whenever the upstream pressures exceeded a preset level user was found to be effective.The outlet boundary conditions at off-design conditions play a dominant role in simulating the instability developments appropriately. While this has been known for some time.

and At is the throttle valve area. The work should be extended to the simulation of multi stage compressors considering rotor-stator interactions. = a2 p Vp & & (mc − mt ) (7-1) m t = K t At ∆P (7-2) where Kt is the throttle characteristic constant and is related to the throttle geometry. the open-loop bleeding control removed a fraction of highpressurized air at a fixed rate from the compressor. an interpolation approach may be used to transfer the information from the stationary block to the rotating block.dp p dt .This work focused on the analysis of flowfield and the fluid dynamic phenomena in single stage compressors with multiple blade passages.In the present research. the rotor grid block. In rotor-stator interactions. Here. will be moving in the pitchwise direction. 3. This may be done stage by stage. e. ∆P is the pressure difference between the plenum pressure or compressor backpressure and the components downstream. 2. similar to the present simulation of the rotors. a second stage or a combustor. providing a weak 1-D coupling between the various components of the compression system and the combustor. At the boundaries connecting the moving and stationary regions. The bleed rate can be 128 . while the stator grid block remains stationary.g.

ωs is the rotating speed of the stalled cells. m b Mean is the mean mass flow removed from the compressor. one near-term possibility is the use of LES methodology on sufficiently fine grids. Recently. These discrepancies must be systematically studied and eliminated. m f is the amplitude of the pulsed bleeding. bleeding mass flow rate. 5. Although a limited number of grid sensitivity studies have been done. an inadequate number of grid points may also have contributed to this error. and ϕ is the phase lag. 4.sinusoidally varied at the rotating stall frequency with an appropriate phase lag. . casing treatment. The one-equation turbulence model may be a source of this discrepancy. and so on.Different types of control devices. The benefit of this methodology is that the controller removes the air only when a stalled cell passes by the bleed valve. air injection control methodology has been computationally simulated70. Thanks to the availability powerful highperformance computers. may be written as follows: mb = mb Mean + m f sin(ω s t + ϕ ) .The present approach underestimates the total pressure rise across the compressor. . The . (7-3) Here. Experimental evidence also exists that shows that air injection may 129 . may be simulated with this solver and their effects on the flowfield can be investigated. such as inlet guide vanes. . mb . .

It is hoped that this work will serve as a useful step for future investigations in the exciting area of non-linear flow control. This method has been validated and used to study stall and surge control concepts. 130 . In summary.reduce the required rate of bleeding40. a first principles-based methodology for modeling steady-state and offdesign operation of axial compressors has been developed. This work should be extended to a systematic study of these concepts.

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He commenced his graduate work at Georgia Institute of Technology in September 1996. Iran. he taught at the Hormozgan University in the city of Bandar Abbas.Sc. Iran on May 17. Iran. with a Bachelor of Science (B. Persian Gulf. he graduated form the Shiraz University in Iran with a Master of Science (M.) degree in Mechanical Engineering in September 1986.) in Aerospace Engineering in July 2000. 1961. He graduated from the Shiraz University. From September 1989 to August 1995. He is a member of the American Institute of Aeronautics and Astronautics. 142 .Sc. In August 1991. He earned the degree of Doctor of Philosophy (Ph.9 VITA Saeid Niazi was born in Sepidan.D.) degree in Fluid Mechanic and Heat Transfer Engineering. He was the Dean of the central library of the Hormozgan University during the period 1992-1995.