C557/067/99 Forced response prediction within the design process J S GREEN and J G MARSHALL Rols-Royes pk, Dery, UK SYNOPSIS High eyele fatigue caused by vibration is a serious problem for turbomachinety blading, The raditional method for assessing vibration acceptability is to rely on past experience and ich obviously has its designs are only revealed late in the develop roblems, as unacceptable ent programme his paper presents the application of a numerical method for the prediction of forced response in turbomachinary blade rows, The unsteady aerodynamic model ses the three dimensional linearised Filer equations. Unsteady pressures are passed to a separate transicn Jynamies program to predict the blade resonant responses, including non-linear mechanical effects, Computational results are presented for atypical turbine stage and compared to i: engine strain gauge measurements of resonant frequency and amplitude The emphasis here isnot the detail of sophisti unsteady CFD tools, but instead the focus ison the application and key elements of a system which ean influence component design at mn carly stage in the process, The method models an acceleration of the rotor using sealing nd interpolation rather than a single fixed point. Good agreement was found with ‘experimen results in terns of amplitude and frequency shif. 1 NOMENCLATURE 5 critical damping ratio k sper element contact stiffness Q —eynamie magnification factor ‘ction coefficient2, INTRODUCTION essive vibration can cause a component to fail due to high cycle fatigue. in aero-engines this must be avoided because it could lead to sudden engine failure, risking the safety of the ff, Airworthiness regulations therefore require in-situ engine ests to prove the vibration integrity. takes place late in the development program and vibration problems which come to light at this stay The traditional approach for avoids of vibration problems during the design process isto caloulate the modes of vibration using a Finite Element approach and to plot these on a ‘Campbell diagram, This shows the engine shaft speeds at which resonances occur but itis not clear whether vibrations will b eptable, The designer relies on previous experience and may put unnecessary constraints on the design due to vibration concems, A method for predicting the vibration response is rogue if fevelopment costs and time scales are to be reduced, Indeed it may also give the designer freedom to study unconventional airfoils which may improve efficiency, life oF weight A forced response method mist include models of both the aerodynamic and mechanical properties of the structure, Reviews by Verdon (1) and Marshall (2) show a large ran possible approaches, highlighting advantages and limitations. Fully coupled viscous methiods have been developed (3), but these models are computationally expensive Lineatised CFD methods an ue to the speed advantago and there is growing body of evidence that linear mo sachinary bladerows (4) & (5) can be used successfully for unsteady flow i turbos The majority ofthe foreed response approaches reported calculate the vibration response at a specific aerodynamic condition. However, damping devices such as under platform dampers vency by as much as 20% . The resonance will thea occur at different operating point i.e. the shafl spoed and aerodynamic boundary condition will both change. Te purpose of the work reported here could be used to predict the vibration chara 0 investigate the requirements of a system which ristcs ofa turbine blade with an under platform damper. The method is requited for use within the design process and must the to have an impact on the design. One method for achieving this is presented and results are compared against experimental data 3, METHOD OVERVIEW 1od adopted uses existing methods forthe aerodynamic and mechanical parts of the calealation, but combines them in a new way. A 3D linearised Euler method developed by Giles (4), known as SLIQ was used for the unsteady Jeulation, The blade surface forcing function produced by SLiQ is applied to a reduced finite element mode! calculated using a transient dynamics method ‘nd a non-lineer model of the odynamie parts of th of the structure. The vibration response is thet of Thomas & Gladwell (6) and includes both linear dampi tunder platform damper, developed by Sanliturk (7). The novel aspect is the foreing function,‘mechanical properties and damping al vary with time using a simple scaling approach so that fan engine acceleration ean be modelled, A flow chart shown in figure | indicates how each of these elements interact, Aerodynamic Method SLiQ performs the unsteady aerodynamic calculation in wo stags talculates the steady flow in a single ge using non-linear Buler equations with a standard cell vertex finite volume scheme on a structured hexahedral mesh. The solution is time marched using a 4-stage Runge-Kutta integrator, with standard second and fourth order smoothing. Inst about the steady flow. The sources of unsteadiness that be anal hati is a harmonic perturbation are: prescribed upstream wakes, upidownstream potential fields and prescribed blade motion. The unsteady perturbation equations are formulated in a similar form to th non-finear steady equations but one particular frequency. They can, therefore, be solved by the standard numerical scheme sing psuedo time used for the steady flow abo marching. The details of this procedure are in), In the approach presented here, two soure of unsteadiness are treated separately and superposed later in the analysis, Firstly for each rodynamic damping is calculat vibration mode in turn, This is done by interpolating the modeshape amplitude and phase fiom a eyclc fi nent solution to the grid points atthe solid boundary of the SLIQ mesh, Since SLiQ calculates the flow in a passage between two blades, a phase lag is applied bet fn inter-blade phase angle. The flow perturbations are calculated in response to this prescribed motion, and the aerodynamic damping is then the work done on the fluid, integrated over the solid boundary for one vibration cycle, Thus a value of damping may be calculated for each mod The second calculation assumes a sinusoidal disturbance at the inflow boundary as the unsteadiness and again Uhe perturbation to the steady flow is calculated, The upstream flow disturbance is caused by the blade rotating through a non-uniform flow field produced by the ines, The steady flow in the nozzle is caleulated using a standard Navier-Stokes CFD code, from which both the potential and vortical components may b extracted. The pertrbation atthe inlet i caleulated by a Foutier decomposition of the nozzle steady exit flow to give magnitude and phase of each harmonic. The unsteady flow for each but itis usually only the fundamental that is required ney i. off resonant as real and imaginary parts ata g harmonie must alewlation is a flow perturbation exp higher harmonies would be ata differest freq esult of the from which the forcing on the blade surface is determined, Mechani 1 Model A standard Finite Element method is used to model th weture (8). The model contains & full description of the geometry, temperature, material properties ete. and is first used to alculate the undamped frequencies and modeshapes of the structure, When plotted on athe shaft speed and Campbell diagram this de 1 boundary conditions for the CFD The model is roduced using a method fi disturbances are interpolated onto the structural model and converted into equivalent reduced forces for each of the reduced structural variables, Pl posed by Guyan (9) to significantly reduce the perturbations caused by upstream flow A proprictary transient dynamics program (SI18) calculates the response of a structure to applied forces using the implicit time marching method of Thomas and Gladwell (6), and can include non-linear elements. Figure | shows that many inputs are required to SM18: line aerodynamic and mechanical damping, non-linear mechanical e ents, foreing function and the definition ofthe model The linear me snical damping represents the inherent damping in the structure such as material damping and damping due to friction between the blade root and the disk ete. Dampi but can differ widely for different ales can be measured inthe laboratory or extrapolated from previous experienc: mponents and different modes on the same component. ‘are based an under platform damper element developed by surface contact parameters such as friction coefficient and surface stiffness, which must be measured for the material combination in ee) The non-linear damping Sanliturk (7). The model ures geometric a ‘question, a representative operating conditions (temperatute, roational ‘Transient Model 12 Approach ‘The under platform dampers can cause a change in the resonant frequency, that the resonant amplitude and fr jeted, the system is used to simulate an engine | acceleration through the resonance, All input parameters vary with time: fore frequency and amplitude, damper would be typical for an engine stain gauge test. The stresses can be recovered and used in a o to ensure eight, material properties ele. to mimic a true engine acceleration as blade life assessment The most difficult paran an aerofoil is highly depe e. The method allows the use of unsteady pressures ats sto scale are the unsteady pressures, In general, the flow around dant on the operati point and sealing should enly be used with points extreme c: eral operating ye the turbin point due tothe way it interacts with the e is designed fo stay at @ constant non-dimensional operating mpressor. The high pressure rotor in particul stationed between two choked nozzles and therefore the pressure rato remains constant and Mach umber distribution changes very litle berween idle and maximum thrust. Figu shows a graph of HP sta zero altitude) running conditions. The scatter is mainly due to variation in ambien atmospheric conditions and taking this into consideration a single best fit curve can be calculated. This curve is then used as the basis for scaling the unsteady pressures on the blade let pressure against shaft speed for a selection of ground (4.4, CASE STUDY A High Pressure Turbine blade, typical of modem design, was chosen to. demonstrate essential feaures ofthe approach and highlight implication to any forced response prediction method, The HP stage consists of 40 nozzle guide vanes (NGVs) and 92 development standard blades. tions and it aerodynamic behaviour changes very litle ng speed range, T across its useful w Yolo is shrouded (but not interlocked), and also damper which introduces non-lineae fe has an underplatfon 1 damping. The resonances of interest are Ist Torsion (IT) and second flap (2F) vibration modes which are excited by wake passing and occur at low speeds. The results are presented with and without ffetion auge results from development engines. Normal Vibration Modes A 3D finite element model of a blade and dise sector was used, (See figure 3). Cyclie (ND). The first First torsion (IT) at $1.0% and further investigation suined at the dise sector boundaries for vibration with 40 nodal diameters lated and plotted on the Campbell diagram (figure 4) ond flap (2F) at 67.4% shaft speed were identitied for ve modes were Aero Forcing Based on the Campbell diagram above, an appropriate wamic operating point was identified and a through flow caleulation was performed at 69.2% speed to provide boundary conditions. The flow through the upstream nozzle guide vane was calculated using a 3D Navier-Stokes steady code and this provides the definition of the inlet disturbance for SLiQ Figure 5 shows the flow distortion that is prociced by the nozzle at the inlet pl (th SLIQ mesh, The nozzle guide vane is designed to produce a very curved wake so that Ihe Phase relationship betwee 1 different radial positions tend to minimise vibration A single operating point was used because previous iad shown that fora similar 3 the error in scaling from an ope o 84% was less than 10% in ters of response. This ercor is considerabl variables, such as have been us: stud smaller than the scatter in some of the other Jamping and friction parameters. A larger database of results could ‘ith interpolation, but i{ was not thought necessary for the purpose of this The unsteady lineatised part of SLiQ was used to determine the unsteady flow in the rotor Jue to the Ist harmonic of nonuniform flow in the nozzle, The incoming "wake was evaluated due to the combined potential and vortcal field. The unsteady flow results may be sitown inthe form of raw real and imaginary parts ~ but these results can he hard to interpret so the results are plotted over a number of blade pass animated in time. The uns sults for 4 time poinis at mid- height are plotted in figure 6a, Here the static pressure is pte eady static pressure and the envelope of unsteadiness around the aerofbil at midES hat thete is significant level of unsteadiness tn the rotor row (equivalent to about 10% of the steady lift) Acro Damping The aerodynamic damping for the rotor has been condition. This was done by interpolating the vib ‘one of the blades onto the aerodynamic m all modes is very small a etitc a dynamic m alculated for the sume steady flow tion modes from the cyclic FE model of It was found that the aerodynamic damping in damping ratio, typically of 0.03%, which is equivalent to nifiation factor, Q, of 1500. These levels of damping are dwarfed by the werent” damping which ranges from ¢0.25% to C=1.0%. These values of ‘mechanical dari ments of the blade, held in a block whose fire profile matches that ofthe blade frtree, This experimental set-up is not identical to the engine configuration, but exper reement with ‘measurements obiained by engine run are based ot laboratory mea ence has shown that they are in broad Model Reduct The full FE model was reduced using Guyan reduction. The full model has approximately 50000 degrees of freedom and the reduced model has just 44, but even with this huge reduction the frequency error is less than 0.25% for the first § modes. Guyan master nodes Were chosen to be in areas of mechanical non-linearity and additional degrees of freedom Were included to improve frequency and modeshape match. The modeshape match was compared visually and showed no discemable difference. The static pressure i mapped onto the structure and reduced to apply to the generalised ariables. This model now consists of « mass and stiffness matrix with 44 degrees ef freedom and 44 force wilh independent magnitude and pase Transient Dynamie Simulation The under platform dampers were modelled as 3 elements on each side of the platform with the mass distributed. Each damper applies forees to the strueture based upon geometric properties, instantaneous shaft speed and the relative displacements at its poims of application. The relationship between displacements and force are based on a macroslip ‘model which required knowledge of the fiction coefficient, j, and surface stiffness, k, as seen in figure 7. The hysteresis loop shown can be considered as a sifness part (linear relation between fore and displacement), which causes the rise in frequeney; and a damping part (the area within the loop) which causes the reduetion in amplitude. The damper elements fare connected between two points one of which is under the blade platform, atthe true point ‘of application, and the other is connected to earth, In the eal configuration the damper would be connected to the adjacent blade, but its amplitude and phase are unknown. Mistuning effects in these high nodal diameter modes are significant and itis likely that the adjacent blade has a slightly different resonant frequency and is therefore not at resonance atthe same time. This situation is more akin to the earth attachunent condition than the assuming the adjacent blade hasthe same amplitude asthe blade of interest but at differemt phase4 graph of stage inlet pressure was plotted fora variety of engine manoeuvres ( ind is then normalised to the operating point ofthe CFD calculations, Tis was then v factor to seale the reduced forces to other conditions. This is equivalent to scaling th unsteady pressure amplitude on the blade surface based on the inlet total pressure, whilst keeping the pl A rotor a period of 4 seconds, The excitation frequen is therefore ramped accordingly to produce the 49 engine order excitation line and other parameters are scaled based on the instantaneous shalt spez 5, RESPONSE RESULTS An example of the damped results in the form of "shot for the friction damped case is shown in figure 8, This form of post-processi Campbell diagram and i intezpretation, The central plot, labelled Envelope, shows the envelope of the entire time ooks rather complicated but i i basicaly a similar to the form sed for engine strain gauge result signal, This time signal is broken into small blocks and converted to the frequency domain analysis and plots the amplitude at each freq The main part of the figure (top-left) uses the results of the Fourier logarithmic prey scale, The other two views, labelled Peak-hold and Component are different views on the same data The peakchold graph shows the maximum amplitude along a horizontal line (constant raph show the maxinsun for vertical Jie (constant time frequency), and the compone e order line ean be clearly seen. The modes of vibration can also be seen (almost) horizontal lines, and wher be clearly seen inthe C these eross the 40 engine order excitation line a peak k-hold views, ponent and P The predicted amplitudes fom the transient dynamic analysis are shown in table 1 Hose [Swan Gomer] Sneed] Free ampituse fmm] rd | eh [Drcamped oa | soe pseore Pamper Doe] Ese |, 0.008 | ra3% |ss963 cosa | 115.7% Jerezo Table 1: Results fron forced response ansAmplitude Correlation, ‘Strain gauge engines tests on Test_A and Test_B gave measurements of vibration amplitude for First Torsion(1T) & Second Flap (2F) modes. These 2 tests are nominally identical in al major respects. Data from both engine tests is compared against the prediction in table 2, and this data is shown graphically in figure Sood ArpTde PAT TREO] OED Mex] 0004 | ores Mesn| 0,005 8.0099, Ma] 0012 cores, Mean] o008e | 0.0108 Freaces undamped) 0.012 7 damped] 0.010 0.008 Table 2: Mensured Amplitudes compared to Predictions When the damped pres ed with the mean measured response a good agreement can be s ween the undamped and daraped predictions shows the effectiveness ofthe damper for each mode. In this case the damper is much more effective for the second flap (2F) mode than fr the first torsion mode (IT) and this agrees with previous ence from development engines. The scatter in the experimental results is not typical but itis certainly not unusual and highlights the difficulties of method validation, ‘The prediction for the undamped case appears to agree well with the measured maximum. It is possible thatthe worst blade in an engine set has the highest amplitude because the damper is not working effectively but this conclusion is flawed because it neglects the amplitude scatter caused by aerodynamic and mechanical mistuning Frequency Shift Correlation The effect of the under-platform damper on fiequency is also of key importance. The predicted frequeney shift due to the damper is taken from the above tables and compared against experimental results, Taae Fraguerey Sa Predicted —[— Expertmontal 7 O13 F 6. 18.37% 2 0 ata Predicion undaned ve, damped resonant fea Experimental - damped resonant req (in engine) vs clita flab) able 3: Measured Amplitudes compared to Predictions 571067190