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4 AUTHORS, INCLUDING:
Dakun Sun
Beihang University(BUAA)
13 PUBLICATIONS 53 CITATIONS
SEE PROFILE
AIAA JOURNAL
Vol. 51, No. 7, July 2013
DOI: 10.2514/1.J052186
A general eigenvalue theory on flow stability in turbomachinery is proposed with the emphasis on flow-instability
onset. Based on this theory, a stall-inception model including the effects of complex solid geometry is developed for a
multistage fan/compressors system. The capacity of the present model to predict the stall-inception point is assessed
against experimental data of both a low-speed and transonic single rotor. Comparisons with a simplified twodimensional model are performed to identify the nonnegligible effects of spanwise distribution of flowfield in a general
configuration on the unstable mode of the concerned fan/compressors. It is verified that this model is capable of
predicting mass flow at the stall-onset point of both subsonic and transonic flow with a reasonable accuracy, and it is
sustainable in terms of computation cost for industrial application.
Nomenclature
A, B, C, D,
G, H, Q, X
cj
cv
Dr
Drr
Drz
coefficient matrix
=
=
=
=
=
Ds
Dz
Dzz
E
F
F
Ft
=
=
=
=
=
=
=
Fv
f, g
fz
f
i
K
k
kc
M, N
m
n
=
=
=
=
=
=
=
=
=
=
constant coefficient
specific heat at constant volume
radial partial derivative
radial second-order partial derivative
radial and axial mixed second-order partial
derivative
partial derivative on streamline coordinate
axial partial derivative
axial second-order partial derivative
total energy
body force scalar
body force vector
body force component parallel to the mean
camber surface of blades in blade-to-blade
surface
body force component normal to the mean
camber surface of blades in blade-to-blade
surface
smooth function on computational plane
unsteady force in axial direction
unsteady force in circumferential direction
imaginary unit
dimensionality of matrix
heat transfer coefficient
undetermined body force coefficient
integer
circumferential mode number
normal to streamline coordinate in meridian
plane
p
pt
p t
q^
R
r, , z
rt
s
T
TN
t
U
U0
V
V
V
v0
W
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
r
i
=
=
static pressure
stagnation pressure
rotary stagnation pressure
heat volumic source by unit of mass, Wkg
gas constant
cylindrical coordinates
radius at the tip of the leading edge
streamline coordinate
temperature
N-order Chebyshev polynomial
time
column-orthogonal matrix
axial velocity of incoming flow at inlet
orthogonal matrix
velocity scalar
velocity vector
fluctuation velocity scalar
diagonal matrix
circumferential metal angle of the mean camber
surface in surface (; z)
specific heat ratio
loss coefficient
body force coefficient
rectangular coordinates in computational plane
dynamic viscosity coefficient
density
viscous stress tensor
time-delay constant
column vector of perturbation amplitudes
rotational speed of rotor, rpm
eigenfrequency of the fan/compressors
system
real part of eigenfrequency
imaginary part of eigenfrequency
=
=
=
=
transpose of matrix
Subscripts
a, b
i, j
r, , z
t
Superscripts
T
1675
1676
SUN ET AL.
I.
Introduction
1677
SUN ET AL.
II.
V 0
t
(1)
V
VV F p
t
(2)
E
VE F V pV V q^
t
kT
(3)
1
V V
3
(4)
1
E cv T V 2
2
(5)
; p;
V r ; V ; V z
F; p; V F
0
(8)
(10)
F 0 F 0
F 0
F 0
F 0
p
v
v
v
p
V r r V V z z
(11)
(12)
(13)
v0 v~ r; zeitm
(14)
(15)
~ zeitm
p 0 pr;
(16)
(7)
F 0
F 0
v
v
V V z z
F0
(6)
p p p 0
F 0 F 0
F 0
v
p
p
V r r
2
2
2
B 2 Q
C
D
G iH 0
2
rz
r
z
r
z
(17)
~ v~r ; v~ ; v~z ; pg
~ T
f;
(18)
F0
(9)
detX 0
(19)
Dzz 2 z2 ;
Dr r;
(20)
Drz 2 rz;
Dz z
(21)
1678
SUN ET AL.
Streamline flow
Tip
Incoming flow
Upstream duct
Rotor
a b
3-D N-S
equations
Streamline
Hub
Downstream duct
III.
Stator
Fig. 2 Sketch map of one compressor stage in the meridian plane and
two points on one streamline.
rvr v vz
0
t
rr
r
z
(22)
vr
v
v
v
v v
1 p
Fr
vr r v r vz r
r
t
r
r
z
r
(23)
v
v
v
v
v v
1 p
F
vr v vz r
r
t
r
r
z
r
(24)
vz
v
v
v
1 p
Fz
vr z v z vz z
z
t
r
r
z
(25)
T
T
T
T R
rvr v vz
0
vr
v
vz
T
r
z
t
r
r
z cv
rr
(26)
Theoretically, Eqs. (2226) can be employed to study the stability
of 3-D nonuniform flow in multistage compressors. In this work,
we focus on computing the stall-inception point for a clean
inlet condition, and the circumferential inlet distortion is out of
consideration. The circumferential derivatives of mean flow in
Eqs. (2226) are assumed to be negligible. The rationality of this
simplified flow model for multistage compressors will be made
apparent during the model assessments. It is noted that the mean flow
data can also be extracted from the meridian stream surface data,
which are calculated by the streamline curvature method during the
design stage of the fan/compressors.
A. Body-Force Model
1679
SUN ET AL.
z
Leading edge
Ft2
Fv
Ft1
Streamline
p t b p t a
v2z v r2 a
(34)
a b
On the other hand, Ft1 is designed to reproduce the effects of flow loss
across the blade passages, and its distribution is derived by the
following formula after the mean flow data are obtained by steady
CFD:
Trailing edge
Camber line
Incoming flow
Fig. 3 Sketch map of the body force in the blade-to-blade surface and
two points (a and b) on one streamline.
formulation to model the viscous force. The result verified that the
viscous force is relatively small compared to the total blade forces.
Therefore, Ft2 is assumed to be negligible in this paper. The radial
component of the total body force is assumed to be negligible due to
the small radial inclination of the blades in this paper. Thus, Ft1 is
assumed to be an axial force. It is noted that the applicability of the
following linearization process and this simplified body-force
approach for reflecting the principle physical nature will be made
apparent during the model assessment part.
After the flowfield of the fan/compressors is computed by 3-D
steady numerical calculation, Fv , which is the circumferential
component of Fv , can be obtained:
Fv vr
v
v
v v
vz r
r
z
r
(27)
v
z
(28)
(29)
vr vr vz vz vrvr
vz vz tan v r
(30)
(31)
2
p
(32)
p t pt rv
(33)
(35)
v2z v r2
zb za
(36)
Finally, the axial component of body force is given by Eqs. (31) and
(36):
Fz Fvz Ft1
(37)
(38)
F 0 F 0
v
v
v vz z
(39)
1 i imfz
Fz 0 Fz 0
v
v
v vz z
(40)
(41)
1680
SUN ET AL.
(52)
(42)
The derivative of f at the collocation points satisfies
X CDr DDz G iH
(43)
60
RS r
2m
DF
rt i
mU0
(44)
N
dfi X
Dij fj i 0; 1; : : : ; N
d
j0
>
2cj sin2N
ij sin2N
ij
>
>
<
cosi
N
2 sin2 N i
Dij
>
2N 2 1
>
>
>
6
>
:
DNi;Nj
(53)
i j; i 0; ; N2 ; j 0; ; N
i j; i 1; ; N2 ; j 1; ; N
ij0
i N2 1; ; N; j 0; ; N
(54)
(45)
i cosiN r ; i 0; 1; : : : ; N r
(46)
f1 12 f2 12
(55)
j cosjN z ; j 0; 1; : : : ; N z
(47)
(56)
IV.
N
X
fj gj
(48)
j0
gj
1j1 1 2 T N0
i 0; 1; : : : ; N
cj N 2 j
(49)
(50)
N sinN arccos
p
1 2
(51)
B. Numerical Solution
1681
Side view of the single-rotor test rig (courtesy of Nie et al. [43]).
1
..
.
N
C
A V T
(57)
V.
Fig. 4
Nie et al. [43] experimentally studied micro air injection for stall
margin enhancement on a low-speed three-stage axial-flow
compressor rig at the Institute of Engineering Thermophysics at the
Chinese Academy of Sciences, and the spike-type stalling process is
verified by wavelet analysis. This compressor rig has three identical
stages. Tong [44] carried out an experimental study to explore the
mechanism of stall suppression by micro-injection on a single-rotor
system, which includes only the first rotor of this rig. Its main design
specifications are given by Nie et al. [43], and the design mass flow is
2.6 kg/s at 2400 rpm with a tip clearance of 2.8% of tip chord. A side
view and schematic can be seen in Fig. 4. Figure 5 shows the
measurement system with single rotor and motor labeled as 1 and 2,
inverter labeled as 3, static pressure taps and 3-hole probe labeled as 4
and 5, transducers labeled as 6 and 7, steady sensor box labeled as 8,
speed: 46%
speed: 62%
Sensor 7
SUN ET AL.
Sensor 6
Sensor 5
Sensor 4
Sensor 3
Sensor 2
Sensor 1
emerging spike
Sensor 0
10
12
14
16
18
20
Fig. 6 Time evolution of the static pressure near the shroud in front of
the rotor.
1682
SUN ET AL.
0.25
1.3
1.2
Mode 1
Mode 2
Mode 3
Mode 4
Mode 5
Mode 6
Mode 7
Mode 8
Mode 9
1.1
0.20
0.9
0.15
Relative speed
Amplitude
1.0
0.10
0.8
0.7
0.6
0.5
0.05
0.4
0.3
0.00
20
40
60
80
100
120
140
160
180
0.2
1.9
200
2.1
2.2
2.4
2.5
2.6
0.8
1000
900
Experiment
CFD calculation
800
700
600
500
2.0
2.2
2.4
2.6
2.8
3.0
3.2
Fig. 8
2.8
Mode 1
Mode 2
Mode 3
Mode 4
Mode 5
Mode 6
Mode 7
Mode 8
Mode 9
0.6
0.4
Damping factor
0.2
Unstable
Stable
0.0
-0.2
-0.4
-0.6
-0.8
-1.0
1.9
2.0
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
b)
Fig. 9 Computed eigenvalues of the low-speed rotor: a) relative speed,
and b) damping factor.
400
300
1.8
2.7
a)
at 62% rotor speed, the spike-type disturbance triggers the stall. The
final stall cells evolved in less than five rotor revolutions and rotated
at 46% rotor speed. A pressure spectrum in frequency domain after
stall is shown in Fig. 7. The final instability frequency is located on an
interval of 16 and 20 Hz, i.e., 4050% rotational frequency of the
rotor, which is assumed to be the most unstable eigenfrequency of this
rotor.
The steady 3-D viscous compressible flowfield is computed on a
total number of approximately 746,000 grid nodes with a tip
clearance block for one single blade passage of this single rotor. The
grid has 105 points axially, 41 points circumferentially, and 41 points
spanwise. The solution algorithm is based on central discretization
and a four-stage RungeKutta scheme coupled with the Spalart
Allmaras turbulence model, multigrid, and local time-stepping
technique for convergence.
Figure 8 compares the static pressure rise between the CFD
calculation and experimental results, and the efficiency is not
measured. The calculated pressure rise is a reasonable approximation
to the experimental data, especially nearby the design point. It is
found that the mass flow just before the numerical stall condition is
1.995 kgs, whereas the mass flow at the measured stall point is
2.309 kgs. The relative error is about 13.6%, and the stall margin is
overpredicted by 12.1%. Obviously, as an unsteady process, rotating
stall could not be estimated roughly by the numerical convergence of
the steady flow simulation.
The calculated mean flow data on meridian plane are processed
as polynomial fits of axial and radial coordinates to eliminate
the nonsignificant eigenfrequency due to the local vortex. After
introducing the flowfield data into the present model, the complex
eigenvalues of the compressor system accompanying the throttling
process are computed, which are displayed in Fig. 9. Nine
Fig. 7
2.3
Frequency, Hz
3.4
Most 2-D stability models (for example, Nenni and Ludwig [9],
Stenning [45]) analyze the spanwise average of flow nonuniformity,
and the radial distribution of the flowfield is neglected. We will show
in this assessment that a low-dimensional model has a lack of
1683
SUN ET AL.
1.0
0.9
97% span
50% span
3% span
0.8
Relative speed
0.7
0.6
2.0
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
Unstable
Stable
0
-1
Damping factor
-2
-3
-4
1.5
-5
-6
Experiment
CFD calculation
2.0
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
b)
Fig. 10 Computed eigenvalues by the simplified model for the low-speed
compressor: a) relative speed, and b) damping factor.
1.4
1.9
1.3
1.2
1.1
1.0
9
10
11
12
13
14
15
16
a)
1.1
1.0
Efficiency
a)
0.9
0.8
Experiment
CFD calculation
0.7
0.6
10
11
12
13
14
15
16
b)
Fig. 11 Characteristics of NASA Rotor 37 at 60% design rotational
speed: a) stagnation pressure ratio, and b) efficiency.
1684
SUN ET AL.
0.75
Relative speed
0.70
Mode 1 (NTD=0.45)
Mode 2 (NTD=0.45)
Mode 3 (NTD=0.45)
Mode 4 (NTD=0.45)
Mode 5 (NTD=0.45)
Mode 6 (NTD=0.45)
Mode 1 (NTD=1.0)
Mode 2 (NTD=1.0)
Mode 3 (NTD=1.0)
Mode 4 (NTD=1.0)
Mode 5 (NTD=1.0)
Mode 6 (NTD=1.0)
0.65
0.60
0.55
0.50
10.0
10.5
11.0
11.5
12.0
12.5
13.0
2.0
Mode 1 (NTD=0.45)
Mode 2 (NTD=0.45)
Mode 3 (NTD=0.45)
Mode 4 (NTD=0.45)
Mode 5 (NTD=0.45)
Mode 6 (NTD=0.45)
Mode 1 (NTD=1.0)
Mode 2 (NTD=1.0)
Mode 3 (NTD=1.0)
Mode 4 (NTD=1.0)
Mode 5 (NTD=1.0)
Mode 6 (NTD=1.0)
1.6
1.2
Damping factor
0.8
0.4
Unstable
Stable
0.0
-0.4
-0.8
2.20
Experiment
CFD calculation
-1.2
10.0
10.5
11.0
11.5
12.0
12.5
13.0
b)
Fig. 12 Computed eigenvalues of NASA Rotor 37 at 60% design
rotational speed: a) relative speed, and b) damping factor.
2.15
-1.6
9.5
2.10
2.05
2.00
1.95
1.90
17.5
18.0
18.5
19.0
19.5
20.0
20.5
21.0
20.5
21.0
21.5
a)
0.95
Experiment
CFD calculation
0.90
Efficiency
a)
As far as the authors know, little research was conducted on stallinception prediction of transonic flow with a general compressor
configuration. The shock wave embedded in cascade passages,
which plays a vital role in the flowfield, introduces great difficulty in
modeling the compressor system. However, the strong discontinuity
brought on by the shock wave is eliminated in the meridian average
flowfield. The last model assessment, which is conducted on a NASA
Rotor 37 at design rotational speed, is to exploit the potential of
predicting the instability inception of transonic flow for the first time.
The maximum relative Mach number at the tip of this rotor is greater
than 1.4.
Figure 13 shows a comparison between steady RANS calculation
and experimental data of Rotor 37. The calculated characteristics
trend is in accordance with experimental data with the underpredicted
0.85
0.80
0.75
17.5
18.0
18.5
19.0
19.5
20.0
21.5
b)
Fig. 13 Characteristics of NASA Rotor 37 at design rotational speed:
a) stagnation pressure ratio, and b) efficiency.
1685
SUN ET AL.
1.05
Mode 1 (NTD=0.45)
Mode 2 (NTD=0.45)
Mode 3 (NTD=0.45)
Mode 4 (NTD=0.45)
Mode 5 (NTD=0.45)
Mode 6 (NTD=0.45)
Mode 1 (NTD=1.0)
Mode 2 (NTD=1.0)
Mode 3 (NTD=1.0)
Mode 4 (NTD=1.0)
Mode 5 (NTD=1.0)
Mode 6 (NTD=1.0)
1.00
Relative speed
0.95
0.90
0.85
0.80
0.75
0.70
0.65
18.0
18.5
19.0
19.5
20.0
20.5
21.0
1.2
0.8
Damping factor
a)
0.4
Unstable
Stable
0.0
Mode 1 (NTD=0.45)
Mode 2 (NTD=0.45)
Mode 3 (NTD=0.45)
Mode 4 (NTD=0.45)
Mode 5 (NTD=0.45)
Mode 6 (NTD=0.45)
Mode 1 (NTD=1.0)
Mode 2 (NTD=1.0)
Mode 3 (NTD=1.0)
Mode 4 (NTD=1.0)
Mode 5 (NTD=1.0)
Mode 6 (NTD=1.0)
-0.4
-0.8
-1.2
-1.6
18.0
18.5
19.0
19.5
20.0
20.5
21.0
v
v
vs v
s 0
t
s
r
s
r
(A1)
vs
v
v
v2 r
1 p
Fs
vs s v s
s
t
s
r r s
(A2)
v
v
v
v v r
1 p
F
vs v s
r
t
s
r
r s
(A3)
b)
Fig. 14 Computed eigenvalues of NASA Rotor 37 at design rotational
speed: a) relative speed, and b) damping factor.
T
T
T
R
vs v
vs
v
T
0
t
s
r cv
s
r
Tip
97% span
Stator
Incoming flow
50% span
Rotor
VI.
Conclusions
(A4)
Streamline
3% span
Hub
r
z
Fig. A1 Sketch map of a compressor stage in the meridian plane and one
arbitrary streamline.
1686
SUN ET AL.
detX 0
(A5)
X CDs G iH
(A6)
[16]
[17]
[18]
[19]
Acknowledgments
The authors would like to thank Nie Chaoqun and Tong Zhiting for
providing experimental data. This work is supported by the 973
Program (grant 2012CB720200) and the National Science
Foundation of China (grants 51076006, 50736007, and 50890181).
[20]
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[21]
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Z. Rusak
Associate Editor