Modeling crack growth of an aircraft engine high pressure compressor blade under combined HCF and LCF loading

2019 ◽  
Vol 214 ◽  
pp. 474-486 ◽  
Author(s):  
Dikran Mangardich ◽  
Farid Abrari ◽  
Zouheir Fawaz
Keyword(s):  
High Pressure ◽  
Crack Growth ◽  
Aircraft Engine ◽  
Compressor Blade ◽  
High Pressure Compressor ◽  
Pressure Compressor

scholarly journals Redesign of a High-Pressure Compressor Blade Accounting for Nonlinear Structural Interactions

2014 ◽  
Author(s):  
Alain Batailly ◽  
Mathias Legrand ◽  
Antoine Millecamps ◽  
Sèbastien Cochon ◽  
François Garcin
Keyword(s):  
High Pressure ◽  
Forced Response ◽  
Compressor Blade ◽  
Design Stage ◽  
Blade Design ◽  
Early Integration ◽  
Nonlinear Structural ◽  
High Pressure Compressor ◽  
Structural Interactions ◽  
Pressure Compressor

Recent numerical developments dedicated to the simulation of rotor/stator interaction involving direct structural contacts have been integrated within the Snecma industrial environment. This paper presents the first attempt to benefit from these developments and account for structural blade/casing contacts at the design stage of a high-pressure compressor blade. The blade of interest underwent structural divergence after blade/abradable coating contact occurrences on a rig test. The design improvements were carried out in several steps with significant modifications of the blade stacking law while maintaining aerodynamic performance of the original blade design. After a brief presentation of the proposed design strategy, basic concepts associated with the design variations are recalled. The iterated profiles are then numerically investigated and compared with respect to key structural criteria such as: (1) their mass, (2) the residual stresses stemming from centrifugal stiffening, (3) the vibratory level under aerodynamic forced response and (4) the vibratory levels when unilateral contact occurs. Significant improvements of the final blade design are found: the need for an early integration of nonlinear structural interactions criteria in the design stage of modern aircraft engines components is highlighted.

scholarly journals High-Pressure Compressor Blade Dynamics Under Aerodynamic and Blade-Tip Unilateral Contact Forcings

2014 ◽  
Author(s):  
Alain Batailly ◽  
Mathias Legrand ◽  
Antoine Millecamps ◽  
François Garcin
Keyword(s):  
High Pressure ◽  
Aircraft Engine ◽  
Aerodynamic Pressure ◽  
High Pressure Compressor ◽  
Frequency Domains ◽  
Unilateral Contacts ◽  
Blade Tip ◽  
Structural Instabilities ◽  
Pressure Compressor ◽  
Numerical Strategy

Recent studies focused on the numerical prediction of structural instabilities that may arise in rotating components of an aircraft engine. These instabilities are commonly classified into two categories: those induced by aerodynamic phenomena (such as the pressure applied on the blade by the incoming air flow) and those related to structural phenomena (such as potential blade/casing contacts). Based on an existing numerical strategy for the analysis of rotor/stator interactions induced by unilateral contacts between rotating and static components, this paper aims at combining both types of instabilities and provides a qualitative analysis of structural interactions that may arise within the high-pressure compressor of an aircraft engine. The aerodynamic pressure on the blade is simplified as a sinusoidal external load whose frequency depends on the number of upstream guide vanes. Results are presented both in time and frequency domains. Detailed bifurcation diagrams and Poincaré maps underline the fundamental differences in the nature of the witnessed interactions with and without aerodynamic loading on the blade.

scholarly journals Redesign of a High-Pressure Compressor Blade Accounting for Nonlinear Structural Interactions

2014 ◽  
Vol 137 (2) ◽  
Author(s):  
Alain Batailly ◽  
Mathias Legrand ◽  
Antoine Millecamps ◽  
Sébastien Cochon ◽  
François Garcin
Keyword(s):  
High Pressure ◽  
Forced Response ◽  
Compressor Blade ◽  
Design Stage ◽  
Blade Design ◽  
Early Integration ◽  
Nonlinear Structural ◽  
High Pressure Compressor ◽  
Structural Interactions ◽  
Pressure Compressor

Recent numerical developments dedicated to the simulation of rotor/stator interaction involving direct structural contacts have been integrated within the Snecma industrial environment. This paper presents the first attempt to benefit from these developments and account for structural blade/casing contacts at the design stage of a high-pressure compressor blade. The blade of interest underwent structural divergence after blade/abradable coating contact occurrences on a rig test. The design improvements were carried out in several steps with significant modifications of the blade stacking law while maintaining aerodynamic performance of the original blade design. After a brief presentation of the proposed design strategy, basic concepts associated with the design variations are recalled. The iterated profiles are then numerically investigated and compared with respect to key structural criteria such as: (1) their mass, (2) the residual stresses stemming from centrifugal stiffening, (3) the vibratory level under aerodynamic forced response, and (4) the vibratory levels when unilateral contact occurs. Significant improvements of the final blade design are found: the need for an early integration of nonlinear structural interactions criteria in the design stage of modern aircraft engines components is highlighted.

Jet Engine Compressor Blade Refurbishment by Application of the Advanced Re-Contouring Process

2003 ◽  
Author(s):  
Herwart T. Hoenen ◽  
Karsten Ellenberger
Keyword(s):  
High Pressure ◽  
Flow Behavior ◽  
Leading Edge ◽  
Compressor Blade ◽  
Tip Clearance ◽  
Jet Propulsion ◽  
High Pressure Compressor ◽  
Leading Edges ◽  
Pressure Compressor ◽  
Edge Contours

In modern jet propulsion Systems the core engine has an essential influence on the total engine performance. Especially the high pressure compressor plays an important role in this scheme. Substantial factors here are losses due to tip clearance effects and aerodynamic airfoil quality. During flight Operation the airfoils are subject to wear and tear on the leading edge. These effects cause a shortening of the chord length and the leading edge profiles become deformed. This results in a deterioration of the engine efficiency performance level and a reduced stall margin. The paper deals with the re-contouring of the leading edges of compressor airfoils. Lufthansa Technik AG in cooperation with the Institute of Jet Propulsion and Turbomachinery (RWTH Aachen University) developed a new method for the profile definition for the blade refurbishment. The common procedure of smoothing out the leading edges manually on a wheel grinding machine can not provide a defined contour nor a reproducible result of the overhaul process. In order to achieve optimized flow conditions in the compressor blade rows, suitable leading edge contours have to be defined for the worn airfoils. In an iterative process the flow behavior of these redesigned profiles is checked by numerical flow simulations and the shape of the profiles is improved. The following machining of the new defined leading edge contours is achieved on a grinding station handled by an appropriately programmed robot. Within this Advanced Re-contouring Process (ARP) the worn blades are precision-measured and then provided with an aerodynamically optimized leading edge profile numerically newly developed under computer control. The application of this process enhances the performance and lowers the fuel consumption while prolonging the blades’ service life by 25%. The performance achievable with ARP has been confirmed both through a long term analysis and by a back-to-back comparison test on the engine test stand. For this purpose the stages 3 through 14 of a CF6-50 high pressure compressor were on the one hand fitted with conventionally overhauled blades and on the other with ARP-optimized blades of the same basic geometry. By installing the optimized blades the EGT margin could be increased by 3° to 4° C. This results in an prolongation of the on-wing time by more than 1000 hours.

Corrosion Studies of High and Low Pressure Compressor Blades of a Gas Turbine

2005 ◽  
Author(s):  
A. Boschetti ◽  
E. Y. Kawachi ◽  
M. A. S. Oliveira
Keyword(s):  
High Pressure ◽  
Gas Turbine ◽  
Low Pressure ◽  
Compressor Blade ◽  
Compressor Blades ◽  
X Ray ◽  
Corrosion Studies ◽  
High Pressure Compressor ◽  
Pressure Compressor ◽  
Base Superalloy

This work presents preliminary results of corrosion studies for three blades, one of the low pressure compressor and two of two different stages of the high pressure compressor of a gas turbine, which has been operating for 5,000 hours. Scanning Electron Microscopy (SEM), Energy Dispersive X-ray Spectroscopy (EDS), X-ray diffraction (XRD), Electrochemical Impedance Spectroscopy (EIS) in aqueous solution containing chloride, and Atomic Absorption Spectrometry (AAS) were used to characterize the blades surfaces. The SEM and EDS results showed that the homogeneity and amount of contaminants, such as sodium, potassium, calcium, magnesium, chloride and sulphur are bigger in the high pressure compressor blade surfaces than in the low pressure compressor blade surface. The EIS results showed that the degradation process in turbine compressor blades increases with the temperature and pressure increase inside the compressors and depends of the blade composition. The low pressure compressor blade, which was made of a Ti base superalloy exhibited smaller corrosion resistance (smallest charge transfer resistance value (Rct)) than the two high pressure compressor blades, which were made of a Fe base superalloy. However, despite of its lower resistance to corrosion, after 5,000 hours of service, the low pressure compressor blade did not present pitting corrosion while the high pressure compressor blades did.

scholarly journals Research of the possibility of improving the traction and economic characteristics of a supersonic passenger aircraft engine through minimal modifications to the high-pressure compressor

2021 ◽  
Vol 2094 (4) ◽  
pp. 042055
Author(s):  
D Yu Strelets ◽  
S A Serebryansky ◽  
M V Shkurin
Keyword(s):  
High Pressure ◽  
Numerical Model ◽  
Thermodynamic Model ◽  
Gas Dynamics ◽  
High Speed ◽  
Three Dimensional ◽  
Aircraft Engine ◽  
High Pressure Compressor ◽  
Passenger Aircraft ◽  
Pressure Compressor

Abstract In this paper, the possibilities of improving the traction and economic characteristics of a by-pass turbojet engine of a high-speed passenger aircraft due to minimal modifications of the high-pressure compressor. A thermodynamic model of the investigated engine of a new design in a three-dimensional layout was formed using an automated multicriteria optimization process. A computational assessment of the change in the characteristics of compressor modifications is carried out based on a numerical model of gas dynamics.

scholarly journals Surface roughness of real operationally used compressor blade and blisk

2019 ◽  
Vol 233 (14) ◽  
pp. 5321-5330 ◽  
Author(s):  
Philipp Gilge ◽  
Andreas Kellersmann ◽  
Jens Friedrichs ◽  
Jörg R Seume
Keyword(s):  
Surface Roughness ◽  
High Pressure ◽  
Laser Scanning ◽  
Flow Direction ◽  
Three Dimensional ◽  
Pressure Rise ◽  
Aircraft Engine ◽  
Rotor Blades ◽  
High Pressure Compressor ◽  
Pressure Compressor

Deterioration of axial compressors is in general a major concern in aircraft engine maintenance. Among other effects, roughness in high-pressure compressor reduces the pressure rise and thus efficiency, thereby increasing the specific fuel consumption of an engine. Therefore, it is important to improve the understanding of roughness on compressor blading and their impact on compressor performance. To investigate the surface roughness of rotor blades of a compressors, different stages of an axial high-pressure compressor and a first-stage blisk (BLade–Integrated–dISK) of a regional aircraft engine is measured by a three-dimensional laser scanning microscope. Fundamental types of roughness structures can be identified: impacts in different sizes, depositions as isotropically distributed single elements with steep flanks and anisotropic roughness structures direct approximately normal to the flow direction. To characterise and quantify the roughness structures in more detail, roughness parameters were determined from the measured surfaces. The quantification showed that the roughness height varies through the compressor depending on the stage, position and the blade side. Overall complex roughness structures of different shape, height and size are detected regardless of the type of the blades.

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