(Gasdynamic, Strength, Heat Transfer, Combustion, Acoustic) (Study of different ABE architecture, ABE s Units & Systems Designing, Maintenance of

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2 State Scientific Center (Moscow) Research Test Center (Turaevo, Moscow Region) (Gasdynamic, Strength, Heat Transfer, Combustion, Acoustic) (Study of different ABE architecture, ABE s Units & Systems Designing, Maintenance of Reliability and Non-failure operation) (Testing of ABE s Units & Systems at Real Operational Conditions, Designing of Test Facilities, Test Equipment, and Measuring Tools) (Development & Certification of ABE & GTU, Airworthiness, Authorities Regulation, Authorities Documentation Harmonization, ) CIAM was founded in 1930

3 The Advisory Council for Aeronautical Research in Europe (ACARE) identified the new research needs for the aeronautics industry, as described in the new Strategic Research and Innovation Agenda (SRIA Volume 1), published in September 2012 Goals and Key contributions 2020 Vision 2020 SRIA 2035 SRIA 2050 SRIA Overall -50% -43% -60% -75% Airframe energy need (Efficiency) -25% -20% -30% Propulsion & Power energy need (Efficiency) -20% -20 % -30% -68% ATM and Infrastructure -12% -7 % -12% -12% Multipurpose transport airplane Non Infrastructure related Airlines Ops -4% -4% -7% -12% CO2 reduction targets per passenger kilometer and breakdown (2000 Reference) The perceived noise emissions of flying aircraft should be reduced in 2020 by 50% and in 2050 by 65% Goal 2020 Vision 2035 SRIA 2050 SRIA Aircraft operation -10 db (= -50%) -11 db -15 db (= -65%) Noise reduction targets 3

4 Open test facility for full scale engine testing (Aviadvigatel, Perm, Russia) Multipurpose transport airplane Acoustic, aerodynamic and mechanical testing of full scale engine requires huge financial and manufacturing resources it s the task for industry 4

5 Acoustic, aerodynamic and mechanical testing of full scale engine requires huge financial and manufacturing resources it s the task for industry Fan model Saving financial resources (up to 100 times?) for manufacturing of the fan and compressor models, scale factor 1 (3 5) Time of the fan and compressor model manufacturing is 2 3 times less in comparison with the full scale object Possibility of quick manufacturing and testing of several fan and compressor models Scale factor Km»1:2.7 Fan PD-14 5

6 Without Turbulence Control Screen Full length of shafting» 9 m Acoustic test facility with anechoic chamber for development advanced fan of different architecture: conventional; counter rotating; geared With Turbulence Control Screen 6

7 CIAM has developed a family of blades with variable sweep for rotor blades of bypass fan models on different circumferential tip speed: Booster Tests С179-2 U tip = m/s h * ad»0.92 Z= С180-2 U tip = m/s h * ad»0.92 Z= С178-1 U tip = m/s h * ad=0.91 Z= С190-2 U tip = m/s h * ad»0.92 Z=

8 Acoustic and aerodynamic performances study Study of mechanical properties Investigations of leaned bypass stator behaviour Investigations of casing treatment of different types Experimental and numerical study of clocking effects on example of high pressure compressor 2. C-3A aero-acoustic test facility of CIAM with anechoic chamber designed for conventional and counter rotating fan model testing International experimental laboratory (European projects VITAL, COBRA) 3. Numerical and experimental background 8

9 Full size engine testing confirmed required mechanical and aerodynamic parameters of the fan Fan of advanced turbofan engine with hollow blades 9

10 Prototype: typical model С ,25 `H T =0,235; p * f=1,4; `С а =0,617 0,2 h * ad=0,91; U air cor =367 m/s; G air cor /F=200 kg/m 2 ;`d 1 =0,3; 0,15 0,1 Rotor S q(l inlet )» 0,90 0,05 0 X, m -0,10-0,05 0,00 0,05 0,10 0,15 0,20 10

11 Modified wide chord fan of D-36 engine was designed in CIAM on the following parameters: U = m/s, h * ad = 0.922, G f / F flow capacity = 199 kg/s m 2 G cor, kg/s p * II Test results showed that the modified wide chord fan meets the requirements in terms of air flow and pressure ratio at increased efficiency values Specification Тех.треб. Ini Mod Сер. Fc=1.00*Fс н Шир. Fc=1.10*Fс н Specification Тех.треб. Ini Mod Сер. Fc=1.00*Fс н Шир. Fc=1.10*Fс н n cor, RPM

12 Investigations of bypass ratio impact on bypass fan model (D inlet =0.7m) and booster gas dynamic performances Study of the inlet flow nonuniformity (from air intake + cross wind) impact on bypass fan model (D inlet =0.7m) and booster gas dynamic performances Investigation of impact of casing treatment installed over booster rotor1 for surge margin increasing in conditions of high flow nonuniformity at the fan inlet Investigations of bypass fan model and booster acoustic features at Take off and Approach 12

13 Computations of core duct performances (3d НС ) LPC, including near hub area and booster stages h * 0.05 p * LPC `n=0.96 `n=1.00 `n= G f S, kg/s 13

14 Objectives: 1. Study of inlet nonuniformity impact on high pressure compressor stages; 2. Study of casing treatment impact; 3. Investigations of aerodynamic performances of stages with reduced hub diameter Drawing of D-67 stage Rotor of D-67 stage Casing treatment of slot type Distortion screen unit for simulation designed radial flow non-uniformity at the stage inlet 14

15 Challenges in development of high loaded high speed booster p * Comparison of DC-67 stage total performances with and without casing treatment installation Initial CT1 CT2 CT3 DC-67 stage 0,05 2 G cor, kg/s 15

16 Constant trend of noise stringency increase with respect to civic aviation arise a need for noise reduction in source and improvement of noise reduction technologies applied to turbofan engine Owing to technological complexity and high prices of experimental investigations on full scale engines, it is reasonable to replace the full scale engine by its scaled model The acquisition of fan noise quantitative data for evaluation of aircraft noise generated by turbofan engine became feasible with the development of the universal propulsion simulator UPS. UPS is the scaled model of the turbofan engine fan including air intake, bypass duct and bypass duct jet nozzle Installation UPS inside the anechoic chamber ensured the possibility of all the acoustic fields simultaneous measurements. This point is especially important in view of interaction between separate components of fan noise reduction system 16

17 Linear size: 14.5*15.5*5.0 m Air discharge system for eliminating vortices and smoothing the flow inside the anechoic chamber 17

18 Main parameters = m D in = 560 mm (22 ) Total pressure ratio p в = 1.7 By-pass ratio m 15 Air temperature and pressure at the fan inlet ISA Anechoic chamber size (l w h) FAN tip diameter Fan airflow G air = 60 kg/s Core airflow G in = 7 kg/s R1 shaft max speed n 1 = rpm R2 shaft max speed n 2 = rpm R1 shaft max power 3.0 МW R2 shaft max power 3.0 МW Number channels for acoustic measurements 24 5 m 18

19 CRTF1 Project of Snecma, France & CIAM SRF Project of Snecma, France CRTF2b Project of DLR, Germany CRTF2а Project of CIAM 19

20 Equivalent pressure non uniformity in numerical scheme Grid for inlet flow non uniformity simulation Objective: determination of acceptable level of non uniformity in fan air intake 20

21 Experimental support of subsonic and supersonic aerodynamic and aeromechanic airfoil development for advanced aircraft engines Investigations of steady and unsteady interaction of CRF rows and its impact on noise, performances and operability Obtaining experimental data for CFD methods verification and progress in acoustic studies 21

22 CRTF1 mock-up was tested in different configurations (hard wall configuration, treated wall configuration). System of noise reduction was installed in air intake and in bypass channel of fan. Comparison of measured noise levels showed that noise reduction system has an acoustic effect 5 6 db corresponding to narrow-band noise and 5 12 db corresponding to fan tonal noise Brüel&Kjær R 4 m / R 4 m TCS installing has reduced tonal noise on 8 10 db 22

23 Sound Pressure Level, db f1 f2 f1+f2 2f1 2f2 4f1+f2 2f1+f2 f1+2f2 3f1+f2 2(f1+f2) 3f1 4f1 5f1 3f2 4f2 3f1+2f2) 3(f1+f2) 6f1 5f2 6f2 5 db It should be noted, that at Runway mode tones at BPF and its harmonics mf 1 and nf 2 (m > 0 and n > 0) proved to be relatively lower than components at combination frequencies f = mf 1 + nf 2 (m > 0 and n > 0) Frequency, Hz Direction-averaged narrowband spectra of counter rotating fan model CRTF1 at Runway mode Sound pressure level, db f1 f2 f1+f2 2f1 2f1+f2 3f2 3f1+f2 2(f1+f2) 4f1+f2 4f1 4f2 3f1+2f2) 3(f1+f2) 5f1+2f2) 4f1+3f2) Noise level, db 5dB f1 f1+f2 f2 f3 2f1+f2 3f1+2f 2) 2(f1+f2) 3f2 4f1 4f 1+2f2 3(f 1+f 2) 4f1+3f2 8f Frequency, Hz Direction-averaged narrowband spectra of counter rotating fan model CRTF1 at Flyover mode (w/o hush kit installation) Frequency, Hz Direction-averaged narrowband spectra of counter rotating fan model CRTF1 at Approach mode 23

24 Ducted counter-rotating fan CRF1. Approach conditions Comparison between three directivity diagrams obtained in the computation and in the experiment Model counter-rotating fan (Field of steady static pressure on the blades and the case) Real part of static pressure pulsations in the inlet (f = 2F1+2F2, m = -6) Unsteady field of static pressure in the stage

25 CIAM evaluation of VITAL results 10 EPNdB CRTF1 CRTF2a CRTF2b SRF CRTF1 Hush kit 1. According to CIAM interpretation of test results the single rotor fan (SRF) model generates noise, higher than of the CRTF1 model on 10 EPNdB. 2. Tests discovered that CRTF2a counter rotating fan model with thickened composite blades generates noise, higher than of the CRTF1 model. Comparison of these fans noise spectra at the same modes showed, that broadband noise of fan model with thickened composite blades was higher than of the model with thin titanium blades on 2 3 db. 3. It is expected that the real estimation of SRF, CRTF1 and CRTF2a fan models noise lies between Snecma and CIAM assessment. Tests of different rotor spacing, blade shapes, loading radial distribution and blade number (10x14 and 9x11); +2.5 point efficiency benefit versus 2000 SoA reference single fan 25

26 Universal propulsion simulator UPS on base of С180-2 bypass fan model The configurations of stator with blades leaned in direction of rotor rotation Two configurations of leaned stator. Which one is better? The configuration of stator with blades leaned in direction of rotor rotation or in the opposite direction? The configuration of stator with blades leaned in direction opposite to the rotor rotation 26

27 Approach mode. Rear hemisphere. 120 Sound Pressure Level, db 2 db in the opposite direction Frequency, Hz in direction of rotor rotation 27

28 Scheme of acoustic liners installation 28

29 Numerical integration of 3D steady Reynolds equations with differential turbulence model. Use of adaptive grids and specific methodologies of parameters averaging in blade-to-blade channel Numerical integration of 3D unsteady Reynolds equations with differential turbulence model. Use of adaptive grids and schemes of enhanced accuracy for description of flow fields and bladed rows interaction Profiling is performing on base of Reynolds equations with Baldwin-Lomax turbulence model solution and specified loading on blade surface Numerical simulation of acoustic pulsations on base of oscillating sources and computation of acoustic wave propagation in front and rear hemispheres. Definition of acoustic response of bladed rows interaction 29

30 Achievements in design and refinement of modern compressors with transonic stages at the inlet taking into account and control unsteady interaction between bladed rows The most typical patterns: - Interaction between IGV blades and detached shock wave from the Rotor 1. There are experimental results when due to the strong interaction between IGV and R1 blades the test team failed to reach the design mode or the HPC parameters turned out to be significantly worse than the designed ones: DG cor» -(8 10)%, Dp * ~ -(5 8)%, Dh * ad~ -(3 5)% The most easy way to control such interaction in order to reduce the gas dynamic losses at the HPC inlet increasing axial clearance between IGV and R1 30

31 mixing plane Unsteady interaction stator-rotor-stator Mach number flow field in system of absolute coordinates 31

32 1. Initial and modified IGV was investigated. 2. Three positions of IGV were considered. 3. Pulsation levels of aerodynamic loading on IGV blades were investigated. 4. Pulsations of aerodynamic force on IGV blade were reduced on 1.75 times time non-dim исходный V0 исходный V1 исходный V2 модифицированный Mx - лопатка ВНА Static pressure contours Pulsation of torque on IGV blade 32

33 30 DSM, % adjustable clearance Δ=0.4mm Air bypassing System of radial clearance control initial clearance reduced clearance n corr 0,9 0,92 0,94 0,96 0,98 1 Without control Mach number distribution in first three stages at tip detached shock wave Air bypassing 5% 33 shock wave is located inside the R1 33

34 Unsteady interaction between rotor and IGV: Another technique for reducing losses and improving the flow at the HPC inlet shifting detached shock wave inside the R1 blade-to-blade channel at the same level of R1 aerodynamic load avoiding the mismatching of the HPC rows 3D inverse problem effective tool for R1 profile modification, simultaneously shifting detached shock wave inside the R1 blade-to-blade channel keeping the same level of R1 aerodynamic load 34

35 Static pressure Tip Initial load Pressure side max loading Suction side The mode with the detached shock wave at the inlet Suction surface of blade Tip Static pressure X Modified load Pressure side Suction side max loading Surface flow on tip section The mode with the shock wave inside blade-to-blade channel X Hub 35

36 Initial Modified Static pressure Section 19% of blade height Section 60% of blade height Section 98% of blade height Pressure side PS PS Suction side X SS X SS 36 X

37 Main challenge in development of new generation high loaded HPC (at increasing average aerodynamic loading on 20% and more) is providing required surge margin and efficiency. CIAM made a decision to developed a family of typical high loaded compressor stages for new generation HPC: p * =2.48; `Нт=0.538; h * ad=0.88; U c =428 m/s p * =1.52; `Нт=0.404; h * ad=0.875; U c =327 m/s p * =1.38; `Нт=0.372; h * ad =0.85; U c=298 m/s 37

38 Stage design parameters: U c cor =428 m/s, `С 1а =0.423, `Н Т =0.538, h * ad =0.88, G cor =17.6 kg/s 0.02 h*ad G cor kg/s Gв.пр. кг/с 0.05 p*ст n=1 0 0 n= design Расч. точка point n= Rotor of K-11 stage Stator of K-11 stage Experimental issues: 1. Manufacturing of IGV casing with number of blades Z IGV =34 (instead of 45); 2. Providing stator circumferential positioning; 3. Equipment of the stage by pressure pulsation sensors; 4. Providing acceptable level of vibrations at test rig UV-11 1 Gв.пр. кг/с G cor kg/s Performances of K-11 stage 38

39 High pressure compressor Number of stage 7 Circumferential speed 409 m/s Test facility Nozzles for air injection Air bypassing Casing blow-off Objectives of the study: State-of-the-art in HPC design checkout Verification of analysis methodologies (gas dynamics, heat and strength) Radial clearance control and adjustment Simulation of flight cycle Confirmation of life time according to specification HPC design optimization Measurement and control system integration Loop scheme of radial clearance control 39

40 1 air well, 2 filter, 3 - metering collector, 4 damping chamber, 5 test stage, 6 axis-radial diffuser, 7 balance booster, 8 - electric motor, 9 ring choker, 10 - torsion UK-3 test rig Power capacity of electric drive (rotational speed) [kw] UK-3 test rig parameters : Test object maximal rotational speed [RPM] Maximal air flow rate (under standard conditions) [kg/s] 1000 (1500) Number of pressure measurement channels Number of temperature measurement channels Number of frequency measurement channels Device for torque measurement Torsion torque meter D-70 stage rotor D-66 stage rotor 40

41 Rotor of А1 stage Стенд УВ-11 Power capacity of electric drive (rotational speed) [kw] UV-11 test rig parameters: Test object maximal rotational speed [RPM] Maximal air flow rate (under standard conditions) [kg/s] 1500 (3000) Number of pressure measurement channels Number of temperature measurement channels Number of frequency measurement channels Device for torque measurement Speed increaser with force-measuring sensor Rotor of К-11 stage 41