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-4
COMPRESSORS
There
are
basically
two
types of
compressors in use in engines, one allows axial airflow through the engine while the other
creates centrifugal flow.
In both cases the compressors are driven by a turbine which is coupled to it by a shaft.
1. The centrifugal compressor is a robust as it is the easiest and cheapest.
2. Axial flow compressor can consume far more air than the centrifugal compressor
3. Axial flow compressor has much higher compression ratio
4. Centrifugal compressor engine will have less thrust than an axial compressor as amount of
thrust generated by an engine depends partial upon the mass of the air
2. The action of the turbine rotates the impeller of the compressor at high speed.
3. Air is introduced continuously into the eye (centre) of the impeller by rotating guide vanes
and centrifugal force causes it to flow outwards towards the tip.
4. The divergent shape of the vanes causes the pressure of the air to increases as air flows
outwards, air velocity also increases as energy is added (Impeller is rotating at high speed)
5. The air leaves the tip of the impeller and passes into the diffuser section, a system of
stationary divergent ducts designed to convert the kinetic energy (velocity) into potential
energy (pressure).
6. In practice approximately 50% of the pressure rise across the compressor occurs in the
impeller and the other 50% in the diffuser section.
7. The compression ratio of a single stage centrifugal compressor would be in the region of 4 : 1.
That means that the outlet pressure of the compressor stage would be approximately four
times greater than the inlet pressure.
8. Using of two centrifugal compressor gives compression ratio 15 : 1, Two centrifugal
compressors can be placed in series with each other.
9. At the elbows of the compressor outlet casing cascade vanes are fitted.
10. These enable the air to be turned through large angles(90o) with the minimum of loss.
11. The major disadvantage of a centrifugal compressor is that it cannot cope with a large mass
flow of air.
b. Stators are fixed and do not rotate. The job of stators is to increase pressure.
4. The spaces between the rotor and stator is divergent.
5. In the rotor, which is turned continuously at high speed by the turbine, mechanical energy is
added and converted into both kinetic (velocity) energy and potential (pressure) energy.
6. Within the stator, the pressure is increased by the conversion of the kinetic energy into
pressure energy.
7. The rotor stages can be seen as doing the same job as the impeller in a centrifugal
compressor, while the stator stages can be compared to the diffuser in a centrifugal
compressor.
8. The pressure rise across each stage is only quite small, the ratio being about 1.1 or 1.2 : 1.
9. Many stages are used on same spool to obtain the desired compression ratios
AIR ANNULUS
1. The space between the rotor drum and the
compressor outer casing is called the air
annulus.
2. To maintain the axial velocity of the air as it is
compressed into a smaller and smaller volume,
the air annulus must be reduced.
3. This gradual convergence is achieved by either
tapering the compressor outer casing or the
rotor drum, or in some cases a combination of
both.
STALL
1. The angle of attack of a compressor blade is the result of the axial velocity of the air passing
across it and the rotational speed of the blade.
2. The indications of compressor stall are an increase in the vibration level of the engine and an
increase in the Exhaust Gas Temperature (E.G.T.).
3. This latter effect (the increase in E.G.T.) is caused by the fact that there is less air going to the
combustion chambers, hence there is less air to cool the products of combustion, the exhaust
gases.
4. A compressor stall can be described as an imbalance between these two velocities, axial
velocity and rotational speed of the blade.
Reasons of imbalance can be:-
a. Excessive fuel flow caused by abrupt engine acceleration (the axial velocity is reduced by
increasing combustion chamber back pressure.)
b. Engine operation above or below the engine design rpm parameters (increases or decreases
the rotational speed of the compressor blade.)
c. Turbulent or disrupted airflow to the engine intake (the axial velocity is reduced.)
d. Contaminated or damaged compressor components (decreased axial velocity because of
decreased compression ratio.)
e. Contaminated or damaged turbine.
f. Excessively lean fuel/air mixture caused by abrupt engine.
g. Compressor stall is a progressive phenomenon.
SURGE
1. The progressive deterioration of the
situation will eventually cause a complete breakdown of airflow through the engine called a
surge.
2. Compressor surge will occur when all
stages have stalled.
3. In severe cases this could cause an
instantaneous reversal of the gases in
the engine, with air being expelled
through the engine intake with a loud
bang.
4. If surge does occur, the throttle of the affected
engine must be closed slowly.
5. Apart from the loud noise that usually accompanies a surge, there is a large rise in the E.G.T.
and the resulting loss of thrust may cause the aircraft to yaw.’’
PREVENTION OF STALL AND SURGE
1. Variable Inlet Guide Vanes (V.I.G.V.s)
2. Variable Stator Vanes.
3. Compressor Bleeds.
4. Multi-spool Compressors.
5. Active Clearance Control.
COMPRESSOR BLEEDS
1. When the engine slows down, its
compression ratio will decrease and the
volume of air in the rear of the compressor will
be greater.
2. This excess volume causes choking in the rear
of the compressor and a decrease in the mass
flow.
3. This in turn causes a decrease in the velocity
of the air in the front of the compressor and
increases the tendency to stall.
4. A compressor bleed valve is introduced into
the
intermediate stages of the compressor, it can be
opened at low rpm or during engine acceleration to allow some of the excess volume of air to
escape.
5. This will have the effect of increasing the velocity of the air in the earlier stages of the
compressor and reducing the choking effects in the rear of the compressor.
6. Opening compressor bleeds, whether they are stall preventive
measures or bleeds used to supply air for aircraft services,
decreases the mass flow through the engine.
7. This will cause a drop in thrust for a given throttle position
which raises the engine’s specific fuel consumption (s.f.c.) and
also raises the E.G.T. because of the drop in the amount of
cooling air available.
8. One indication that a compressor bleed valve has stuck closed
at low R.P.M. is Possible compressor stall