Strength Evaluation for Pressure-Containing Parts of Ultra-High-Pressure Compressor by Using Standards of Ultra-High-Pressure Gas Equipment

2011 ◽  
Author(s):  
Yohei Tanno ◽  
Tomohiro Naruse ◽  
Shigeru Arai ◽  
Shinichiro Kurita
Keyword(s):  
High Pressure ◽  
Fatigue Strength ◽  
Absorbed Energy ◽  
Ultra High Pressure ◽  
High Pressure Compressor ◽  
Asme Code ◽  
American Standard ◽  
Leak Before Break ◽  
Design Pressure ◽  
Pressure Compressor

The Japanese standard “KHK-S-0220” (KHK-code) and the American standard “Boiler and Pressure Vessel Code Sec.8 Div.3” (ASME-code) concerning ultra-high-pressure gas equipment were applied to Hitachi’s ultra-high-pressure compressor, and a series of strength evaluations were carried out. Hitachi produces and maintains ultra-high-pressure reciprocating compressors with a design pressure over 200 MPa. In Japan, ultra-high pressure gas equipment over 100 MPa must be designed according to KHK-code established by the High Pressure Gas Safety Institute of Japan. This Japanese standard was applied to an ultra-high-pressure compressor, and design pressure limits, shakedown limits, required absorbed energy of materials, leak-before-break (LBB), and fatigue strength were evaluated. ASME-code was also applied to the compressor, and strength evaluations like the above were carried out. As a result, it was found that KHK-code and ASME-code gave conservative evaluation of fatigue strength for an ultra-high-pressure compressor.

Review on the aerodynamics of intermediate compressor duct

2020 ◽  
Vol 14 (4) ◽  
pp. 7446-7468
Author(s):  
Manish Sharma ◽  
Beena D. Baloni
Keyword(s):  
High Pressure ◽  
Pressure Loss ◽  
Flow Analysis ◽  
Outer Wall ◽  
Optimization Techniques ◽  
Optimum Pressure ◽  
Research Areas ◽  
Static Pressure Distribution ◽  
High Pressure Compressor ◽  
Pressure Compressor

In a turbofan engine, the air is brought from the low to the high-pressure compressor through an intermediate compressor duct. Weight and design space limitations impel to its design as an S-shaped. Despite it, the intermediate duct has to guide the flow carefully to the high-pressure compressor without disturbances and flow separations hence, flow analysis within the duct has been attractive to the researchers ever since its inception. Consequently, a number of researchers and experimentalists from the aerospace industry could not keep themselves away from this research. Further demand for increasing by-pass ratio will change the shape and weight of the duct that uplift encourages them to continue research in this field. Innumerable studies related to S-shaped duct have proven that its performance depends on many factors like curvature, upstream compressor’s vortices, swirl, insertion of struts, geometrical aspects, Mach number and many more. The application of flow control devices, wall shape optimization techniques, and integrated concepts lead a better system performance and shorten the duct length.  This review paper is an endeavor to encapsulate all the above aspects and finally, it can be concluded that the intermediate duct is a key component to keep the overall weight and specific fuel consumption low. The shape and curvature of the duct significantly affect the pressure distortion. The wall static pressure distribution along the inner wall significantly higher than that of the outer wall. Duct pressure loss enhances with the aggressive design of duct, incursion of struts, thick inlet boundary layer and higher swirl at the inlet. Thus, one should focus on research areas for better aerodynamic effects of the above parameters which give duct design with optimum pressure loss and non-uniformity within the duct.

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.

A Machine Learning Based Approach of Performance Estimation for High-Pressure Compressor Airfoils

2018 ◽  
Author(s):  
Jonas Marx ◽  
Stefan Gantner ◽  
Jörn Städing ◽  
Jens Friedrichs
Keyword(s):  
Machine Learning ◽  
High Pressure ◽  
Machine Learning Algorithms ◽  
Performance Estimation ◽  
Predictive Maintenance ◽  
Support Vector ◽  
K Nearest Neighbor ◽  
Operating Characteristics ◽  
High Pressure Compressor ◽  
Pressure Compressor

In recent years, the demands of Maintenance, Repair and Overhaul (MRO) customers to provide resource-efficient after market services have grown increasingly. One way to meet these requirements is by making use of predictive maintenance methods. These are ideas that involve the derivation of workscoping guidance by assessing and processing previously unused or undocumented service data. In this context a novel approach on predictive maintenance is presented in form of a performance-based classification method for high pressure compressor (HPC) airfoils. The procedure features machine learning algorithms that establish a relation between the airfoil geometry and the associated aerodynamic behavior and is hereby able to divide individual operating characteristics into a finite number of distinct aero-classes. By this means the introduced method not only provides a fast and simple way to assess piece part performance through geometrical data, but also facilitates the consideration of stage matching (axial as well as circumferential) in a simplified manner. It thus serves as prerequisite for an improved customary HPC performance workscope as well as for an automated optimization process for compressor buildup with used or repaired material that would be applicable in an MRO environment. The methods of machine learning that are used in the present work enable the formation of distinct groups of similar aero-performance by unsupervised (step 1) and supervised learning (step 2). The application of the overall classification procedure is shown exemplary on an artificially generated dataset based on real characteristics of a front and a rear rotor of a 10-stage axial compressor that contains both geometry as well as aerodynamic information. In step 1 of the investigation only the aerodynamic quantities in terms of multivariate functional data are used in order to benchmark different clustering algorithms and generate a foundation for a geometry-based aero-classification. Corresponding classifiers are created in step 2 by means of both, the k Nearest Neighbor and the linear Support Vector Machine algorithms. The methods’ fidelities are brought to the test with the attempt to recover the aero-based similarity classes solely by using normalized and reduced geometry data. This results in high classification probabilities of up to 96 % which is proven by using stratified k-fold cross-validation.

Elimination of unstable free vibrations of the rotor of a centrifugal high-pressure compressor

1988 ◽  
Vol 24 (7) ◽  
pp. 356-360
Author(s):  
V. B. Shnepp ◽  
A. M. Galeev ◽  
G. S. Batkis ◽  
V. M. Polyakov
Keyword(s):  
High Pressure ◽  
Free Vibrations ◽  
High Pressure Compressor ◽  
Pressure Compressor

scholarly journals Analisis Pengaruh High Pressure Compressor Rotor Clearance Terhadap Exhaus Gas Temperature Margin pada CFM56-7

2021 ◽  
Vol 6 (2) ◽  
pp. 50-55
Author(s):  
Wildan Sofary Darga ◽  
Edy K. Alimin ◽  
Endah Yuniarti
Keyword(s):  
High Pressure ◽  
Engine Performance ◽  
Exhaust Gas ◽  
Gas Temperature ◽  
Compressor Rotor ◽  
High Pressure Compressor ◽  
The Difference ◽  
Gas Turbine Exhaust ◽  
Temperature Margin ◽  
Pressure Compressor

Exhaust Gas Temperatue is an parameter where the hot gases’s temperature leave the gas turbine. Exhaust gas temperature margin is the difference between highest temperature at take off phase with redline on indicator (???????????? ???????????????????????? °????=???????????? ????????????????????????????−???????????? ???????????????? ????????????). EGTM is one of any factor to determine engine performance. A good perfomance of an engine when it has a big margin (EGTM), during operation of an engine the EGTM could decrease untill 0 (zero). So many factors could affect EGTM deteroration there are: distress hardware such as airfoil erosion, leak of an airseals, and increase of clearance between tip balde and shroud. Increase of clearance happens in high pressure compressor rotor clearance. In CFM56-7 have 9 stage(s) of high pressure compressor and each stage give the EGT Loses. The calculation of EGT Effect/Losses is actual celarance – minimum clearance x 1000 x EGT Effect °C, where actual clearance define by the substraction of outside diameter’s rotor with inside diameter’s shroud, minimum clearance define in the manual, 1000 is adjustment from mils/microinch to inch, and EGT Effect is temperature that define in the manual. The analysist had done with 6 (six) engine serial number and proceed by corelation that shown linkage between clearance and EGT Effect, the corelation is strong shown the result of corelation (r) is 0.994275999 or nearest 1.

scholarly journals Acquisition of F-100(3) High Pressure Compressor Entrance Profiles

1982 ◽  
Author(s):  
D. C. Rabe ◽  
W. W. Copenhaver ◽  
M. S. Perry
Keyword(s):  
High Pressure ◽  
Total Pressure ◽  
System Component ◽  
Sensing Element ◽  
Flow Angle ◽  
Automatic Data ◽  
Turbine Engine ◽  
High Pressure Compressor ◽  
Air Force Base ◽  
Pressure Compressor

A transportable automatic data acquisition system to obtain high pressure compressor entrance profiles in an F-100 Series 3 gas turbine engine is described. The system was developed, assembled, and tested at Wright-Patterson Air Force Base and transported to a remote location for implementation in a sea level engine test. Acquisition of data was controlled through a Hewlett Packard Model 9825T desktop calculator, preprogrammed to display airflow data in engineering units during the test. Entrance profiles of total and static pressure, temperature, and flow angle for two axial locations are presented. A wedge probe sensing element was positioned at 12 radial locations by remote traversing mechanisms to obtain these profiles. For a total pressure range of 18 to 46 psia (0.13 to 0.32 MPa), acquisition uncertainties in static and total pressure were reduced to below ± percent of measured values by optimizing data system component uncertainties.

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