Tema 6 - HP Axial Flow Turbine

HP Axial Flow Turbine
Aerodynamic Design
Dr Mark Taylor
Senior Project Engineer
Advanced Propulsion System Design
Rolls-Royce Aerospace,
Derby, U.K.
email: mark.taylor@rolls-royce.com
VKI Lecture Series 2006
Mark D Taylor
2006
Lecture Overview
Preliminary Annulus Design
Velocity Triangle, Basic Rules, Efficiency Charts

One-Dimensional Mean Line Methods
Preliminary Annulus/Vortex Design
Two-Dimensional Throughflow & Correlations

2D Aerofoil Design
Design of a Passage
Prescribed Velocity Distribution - Inverse Design
3D Aerofoil Design
Aerofoil Stacking
Contoured Endwalls
Mark D Taylor
2006
Introduction
How Do We Undertake an Aerodynamic Design?
2
1
Advanced Projects Whole
Engine Design Studies
Black Box Components
New Turbine
Design Concept
Turbine Design Concepts,

Velocity Triangles,
Performance Correlation's,
Previous Experience, etc.,
Performance Data
Turbine Rig/Engine Test
2D Axi-Symmetric
Throughflow
Model of Whole Turbine
Parallel Activity
for Each Blade Row
2D & 3D Flow Features,
Blade Row Interactions,
Temperature Traverse,
Forced Response, etc.
Detailed Design of
Blade Row No1
4
Detailed Design of
Blade Row No2
2D/3D CFD Design Codes
Detailed Design of
Blade Row n
Detailed Experimental
Understanding
& CFD Validation
Mark D Taylor
2006
Introduction
Factors Influencing Turbine Efficiency
Turbine Efficiency Improvements Resulting From
Improved Aerodynamic Component Efficiencies (row)
Secondary flows - reverse rotation, contoured endwalls
Improved cooling design
Reduced leakage flows
Improved trailing edge designs and thinner trailing edges
Improved Mechanical and Manufacturing Technologies,
Disk technology limits blade speed UB mean exit Mach number and blade turning
Blade and disc stress limits annulus area (AN2) axial Mach number
Casting technology (yield) limits trailing edge size
Tip clearance control (shroudless rotor) efficiency improvements available from increased
UB mean, i.e., reduced number of blades, etc., offset by tip leakage increase
Seal leakage proportionally greater mechanical features do not scale
Casting technology limits cooling hole size and internal feed geometry reduced cooling
effectiveness/efficiency
Mark D Taylor
2006
Preliminary - Annulus Design

Design Options
At the beginning of the design process the aerothermal designer is faced with his first
challenge, how do you optimise a turbine(s) when you apparently do not have enough detailed
information to make quantitative decisions.
This is where the skill and knowledge of the designer are most needed, as an incorrect
decisions made at this stage of the design could have major consequence later in the design
process. A basic rule is that;
80% of the final product is decided in the first 20% of the design time
There are two main ways to proceed with a preliminary design;
Begin from an existing design (engine throughflow model),

Start from scratch using velocity triangles (basic relationships and 1-D mean line methods),
Swindell (Smith) charts, simple correlations, experience, etc.,
Mark D Taylor
2006

Design Options
The first approach tends to be used when the new design is similar to that of
an existing design, and is therefore usually based on information/data, which
has a relatively high degree of certainty. Hence, the designer is able to
optimise the new design relatively quickly and is able to provide quantitative
assessments of efficiency, weight and cost early in the design process.
The second approach tends to be used when the design is significantly different
that it would take considerable resource and time to explore the new design space
using the relatively complex throughflow model. In addition, as this design will be at
the boundaries or outside current design experience, it will probably not be possible
early in the design phase to obtain the necessary detailed information to set up a
throughflow model. Many of the design decision made will have to be taken based
on limited information and will require engineering judgement and gut feel.
Mark D Taylor
2006

Design Options
Starting with the simple velocity triangles approach (and working through to 2-D
throughflow) let us explore what information each step in the preliminary design process
requires, along with the level of confidence you have in your design at that stage, and
how you can make simple checks to substantiate your efficiency claims.
Mark D Taylor
2006

Velocity Triangles, Basic Rules and Efficiency Charts
Velocity Triangles
Vane Exit
(Rotor Inlet)
Rotor Exit
Delta VW
VABS
VREL
VAxial
VABS
VREL
Blade Speed U
Turbine Velocity Triangle
Mark D Taylor
2006

Turbine Design Parameters
Specific Work
Non-Dimensional Mechanical
Speed & Non-Dimensional Blade
Speed
Stage Loading
Flow Coefficient (Flow Function)
Inlet Capacity
Stage Reaction
where, Cp specific heat at constant pressure Jkg-1K-1, Po total pressure kPa, To total temperature K, t static temperature K,
N rotational speed rpm, U blade velocity ms-1, H specific enthalpy Jkg-1K-1, Va axial velocity ms-1, m mass flow rate kgs-1.
Mark D Taylor
2006

Cycle Requirements
Turbine Inlet
Temperature To
Turbine
Compressor
Compressor Work
mCpTo
Shaft Speed N
Fixed Specific Work,
Inlet Capacity &

Non-Dimensional
Mechanical Speed
Mark D Taylor
2006

Work Equation
As the work done by the turbine equals the energy extracted from the fluid, combining the
above equations and simplifying;
From the above equation it is clear that stage loading is the width of the velocity triangles to
the length of the base. Note: For fixed flow coefficient (Va/U), high stage loading leads to
high turning in both the vane and the blade.
Dividing the above equation by U2 and multiplying through by,
, gives;
Mark D Taylor
2006

Work Equation
Dividing the above equation by U2 and multiplying through by,
, gives;
Hence, the stage loading is equal to the specific work divided by the square of turbine nondimensional blade speed.
Mark D Taylor
2006

Stage Loading
As the Advanced Projects Department (preliminary cycle design) will not have set the mean
diameter, the mean blade speed U is still free to be adjusted by the turbine designer.
Mean Radius R
The stage loading
of the turbine can now be set with an appropriate mean diameter.
Typical stage loading are;
Mark D Taylor
2006

Stage Loading
HP Turbine 1.5 to 2.0 @ CpdT/Tstage 0.05
IP Turbine 1.5 to 2.0 @ CpdT/Tstage 0.05
LP Turbine 2.0 to 3.0 @ CpdT/Tstage 0.02
Note: As stage loading is proportional to the width of the triangles to the length of the base,
, therefore;
High stage loading leads to higher turning and an increase in Mach number, however there is
more work per stage (at fixed non-dimensional blade speed), which can lead to fewer stages.
Low stage loading leads to lower turning and a decrease in Mach number, however you may
not be getting the best out of the turbine (at fixed non-dimensional blade speed).
Low stage loading Lower angles & decrease in Mn
High Stage Loading

High angles & increased Mn
Mark D Taylor
2006

Reaction
As 2-D loss is approximately proportional to the square of Mach number, from the velocity
triangles you might expect that minimum loss will occur when the triangles are symmetrical
(assuming vane row = rotor row).
U
This is the condition of 50% reaction, i.e., the same expansion over the vane as the rotor. As
reaction is the amount of expansion over the rotor, low reaction (< 50%) leads to increased
expansion over the nozzle and reduced expansion over the rotor and visa-versa.
VABS
VREL
VREL
VABS
VABS
VREL
VREL
VABS
Low Reaction
High Reaction
Mark D Taylor
2006

Reaction and Flow Coefficient
For a conventional HP turbine it is common practice to use 45% reaction as this leads to
reduced relative total temperature (and pressure) in the rotor (
, Vabs reduces more
than Vrel), reduced inlet angles to the following nozzle (less turning) and reduced bearing loads.
This is a compromise and will not necessary lead to the best design.
Flow Coefficient
, is the height of the velocity triangles to the length of the base.
Once this parameter is selected the velocity triangles are effectively locked up. As the mean
diameter is fixed, changing VA adjusts the height of the annulus, and hence the hub and case
diameters (hub/tip ratio).
Fixed Mean Radius

& Blade Speed
U
Mark D Taylor
2006

High Flow Coefficient (Va/U)
Increased flow coefficient
, leads to increased Mach numbers, reduced exit angles and
turning in both the vane and rotor, and a smaller annulus height. This will result in increased
aerofoil chord and/or numbers off (increased trailing edge loss) to achieve the required work
(sail area) and potentially increased cost.
In addition the aspect ratio of the aerofoils will be reduced, resulting in increased secondary
loss. However, the turbine is smaller and lighter and the blade stress will be reduced (i.e., AN2
will reduce).
As the hub diameter will increase, there is the potential for more leakage loss due to the
increased area of the seals. At the casing the overall result depends on two opposing effects,
as the area of the seals is reduced there is the potential for reduced leakage, however,
assuming the tip gap is fixed, the tip gap to height ratio of the rotor will increase, providing the
potential for increased tip leakage flow per unit area.
Due to the size and weight constraints of military aircraft, and the fact that efficiency (thrust/
weight is the main design target) and cost are not as high priority, many military turbine are high
Va/U designs.
Mark D Taylor
2006

Low Flow Coefficient (Va/U)
Reduced flow coefficient
, leads to reduced Mach Numbers, increased exit angles and
turning in both the vane and rotor, and a larger annulus height. This will result in reduced
aerofoil chord and/or numbers off (reduced trailing edge loss) to achieve the required work (sail
area) and reduced cost.
In addition the aspect ratio of the aerofoils will be increased, resulting in reduced secondary
loss. However, the turbine is larger and heavier and the blade stress will be increased (i.e., AN2
will increase).
As the hub diameter will reduce, there is the potential for reduced leakage loss due to the
reduced area of the seals. At the casing the overall result depends on two opposing effects, as
the area of the seals is increased there is the potential for increased leakage, however,
assuming the tip gap is fixed, the tip gap to height ratio of the rotor will reduced, providing the
potential for reduced tip leakage flow per unit area.
Mark D Taylor
2006

Low Flow Coefficient (Va/U)
Due to the civil aircraft markets desire to minimise the aircraft's fuel consumption and maximise
revenues, a civil engine design is primary driven on the requirement to minimise the specific
fuel consumption (SFC), i.e., maximise the efficiency. However, although a low Va/U design
can result in reduced cost, the corresponding increase in weight and size has to be balanced in
order to achieve the optimum design for a particular airframe and mission requirement.
Typical values for flow coefficients are;
HP turbine
IP turbine
0.4 - 0.6
0.4 - 0.6
Mark D Taylor
2006

Simple Turbine Optimisation
Given a few simple mechanical constraints, i.e., stress limits (AN2) and a maximum mean
blade speed U, a range of possible turbine designs can be generated using the previously
outlined design rules. However, unless the designer can relate how the choice of these
parameter effect turbine efficiency, it will be impossible to optimise the design.
There are two simple approaches to solving this problem,
(i)
Choose design parameters close to a turbine which you already have a good
understanding of its measured efficiency, and then apply engineering judgement and/or
efficiency charts, correlations, etc., to correct this efficiency for any differences between
the two designs,
(ii)
Utilise one of the many efficiency against stage loading (H/U2), flow coefficient (Va/U),
turning, etc., charts, which have been generated using measured data from a wide range
of different turbine designs.
Mark D Taylor
2006

Although a design based on the second option should capture more design experience,
efficiency charts should be used with caution.
Firstly, turbine efficiency is not simply a function of two variable, i.e., in the case of Swindell
(and Smith) chart, stage loading (H/U2) and flow coefficient (Va/U), it is dependant on many
factors (as will be discussed later) and therefore such charts can be extremely misleading.
Secondly, as these charts usually contain a range of different design styles (and measurement
techniques) the peak efficiency ridge could be a different shape and/or in a different location
depending on the individual design of turbine.
And thirdly, they are usually derived from rig data and should not therefore be used to quote
values of in-engine efficiency.
In my opinion efficiency charts are only a guide, or a visual aid to show that your design is not
out with acceptable boundaries. Modifying a design to sit on the top of the efficiency ridge line
maybe unnecessary, as the error in the chart may be significantly bigger than the improvement
you believe you are making.
Mark D Taylor
2006

Efficiency Charts Swindell (Smith)
Stage Efficiency
Contours
Although a designer relies on the turbine

efficiency correlations to undertake the final
optimisation of a particular preliminary
turbine design, it is common practice to plot
the final design on a Swindell (Smith) chart.
The Swindell chart, plots contours of
efficiency against turbine loading and flow
coefficient. The efficiency contours were
evaluated from many rig tests and show that
there is a ridge along which turbines have a
maximum efficiency.
High Efficiency
Although, the chart is a useful guide to aim a

particular design, it is only as good as the
data it was generated from (circa 1960-70).
Current rig results show that its shape and
efficiency ridge do not match current design
styles (third axis - specific work).
Mark D Taylor
2006

Whether you have used either of these options, it is good engineering practise to compare you
design to other turbines, and see if you efficiency estimate passes the eyeball test, i.e.,
Existing Design 1
Existing Design 2
New Turbine Design
CpTo/To
200
210
210
H/U2
1.70
1.80
1.80
Va/U
0.85
0.60
0.66
Mn Vane
0.90
0.87
0.88
Mn Rotor
0.88
0.85
0.87
Efficiency %
87.0
88.2
87.8
Mark D Taylor
2006

Row Efficiency and Pressure Loss Coefficient
The next level of preliminary design is based on the application of one-dimensional mean line
methods. These methods use simple bulk values of pressure, temperature, Mach numbers, etc.,
to represent the flow within a turbine and are usually linked to some form of simple efficiency
correlation.
Using a combination of one-dimensional mean line methods, simple assumptions and the stage
efficiency equation, important understanding can be gained into how the turbine design
parameters (CpTo/To, U/To0.5, Va/U, etc.,) influence both the design and the overall efficiency of
a turbine.
Consider the following Equations;
where, at exit of blade row - Toex total temperature, tex static temperature, tex isentropic static
temperature, Mnex Mach Number, PoIN Inlet total pressure, Po Total pressure change over blade row.
Mark D Taylor
2006

Stage Efficiency
Relating these parameters to stage efficiency;
where, total temperatures are in the absolute frame of reference, and exit Mach numbers and total pressures are
relative to a particular blade row, i.e., vane Mn are absolute frame, rotor Mach numbers are relative frame, etc.
Mark D Taylor
2006

Row Efficiency and Pressure Loss
Mark D Taylor
2006

Stage Efficiency vs Specific Work
Stage Efficiency Against Specific Work
Series of HP Turbine Designs - Fixed Row Efficiencies
0.5
0.5
U/T = 10.8, Va/U = 0.49, = 0.45, mTo /Po = 1.34, N/T0.5 = 300
88.00
Stage Efficiency %
87.00
86.00
85.00
84.00
83.00
82.00
0
50
100
150
200
250
300
350
400
Specific Work J/kgK
Mark D Taylor
2006

Mnexit = 0.95 @ 250J/kgK
Pressure Loss = f (Mexit2)
Mark D Taylor
2006

Two important conclusions can be drawn from this analysis,
(i)
There appears to be an optimum specific work for a given set of turbine design
parameters,
(ii)
Overall these results show that specific work has a significant effect on the exit Mach
numbers within a turbine and hence the stage efficiency.
Mark D Taylor
2006

Stage Efficiency vs Specific Work Effect of Row Efficiency
Stage Efficiency
Sensitive to Row
Efficiency
No Change in Efficiency Peak

Row Efficiency Little Effect on Mnexit
Mark D Taylor
2006

Stage Efficiency vs Specific Work Effect of U/T0.5
Increased U/T0.5 Moves Peak

Efficiency to Higher CpdT/T
Mark D Taylor
2006

Consider the relationship;
Two important conclusions can be drawn from this result,

(i)
At a given specific work, increasing the non-dimensional speed results in a reduction

in the stage loading and ratio of Vw/U (the width of the velocity triangle to its base
U increased, To fixed), which leads to a reduction in the blade row exit Mach
numbers, and subsequent increase in the stage efficiency, i.e., the efficiency of a
turbine (fixed aerodynamic technology) can be further improved if is nondimensional speed is increased above current mechanical technology levels,
Mark D Taylor
2006

(ii)
As a consequence of these reduced Mach numbers (resulting from increased U), it

is possible to operate a turbine at higher values of specific work whilst achieving
comparable values of stage efficiency, i.e., the probability of designing an
efficient high work turbine is significantly improved if the design incorporates a
high values of U/To0.5.
Overall these results show that turbine non-dimensional speed U/T0.5 has a significant effect
on the Mach numbers within a turbine and hence the stage efficiency.
Mark D Taylor
2006

Mark D Taylor
2006

Stage Efficiency vs Specific Work Effect of Va/U
Increased Va/U Moves Peak

Efficiency to Higher CpdT/T
Stage Efficiency Is Reduced
Due to Increased Axial and
Hence Increased Exit Mn
Overall these results show that Flow Coefficient has a strong effect on turbine stage efficiency.
Mark D Taylor
2006

Stage Efficiency vs Specific Work Effect of Stage Reaction
Although changes in stage reaction will change the balance of the exit Mach numbers in a
turbine stage, this does not usually have a significant effect on stage efficiency.
The exception to this rule occurs when one of the blade row efficiencies is considerable
different to the other, and/or a low or high reaction design is required. For example if the row
efficiency of a nozzle was 95% and the rotor was 84%, and the exit Mach numbers of both
blade rows were the same (50% reaction), it is apparent from the row efficiency equation that
this would lead to a higher pressure loss in the rotor than in the vane. By reducing the reaction
(increased vane exit Mach number, reduced rotor exit Mach number) a more optimum value
could be found where the overall pressure loss (vane + rotor) would be at a minimum. As the
row efficiencies of vanes are usually higher than rotors, it is common practice to use reaction in
the range 40 to 50%.
When dealing with designs which require extremely low (< 0.3) or high (> 0.7) reactions, careful
consideration must be made to ensure that the blade row with the high exit Mach number is the
one with the highest row efficiency and visa-versa, or the design may not deliver an acceptable
level of stage efficiency.
Mark D Taylor
2006

Summary
Utilising a 1-D mean line design program and the assumption of fixed row efficiencies, it has
been possible to demonstrate how each of the principle design parameters influence the Mach
numbers within a turbine and subsequently the stage efficiency.
From these results it is possible to develop powerful preliminary design rules, for example,
If you are designing a turbine and you discover that the exit Mach > 1.2 ( loss M2), and your
mean blade speed U and inlet temperature are fixed (U/To0.5 fixed), you are unlikely to achieve
acceptable Mach numbers on both blade rows (and efficiency) unless you significantly reduce
your specific work (CpTo/To) and/or flow coefficient (Va/U). As the latter will lead to an
increased in the annulus area, high angles, possible increased weight and mechanical stress
(AN2), it is unlikely that this option will offer much scope for change. Hence, you will have
change the engine cycle to reduce the specific work over the turbine, or split the required work
over two stages.
Adjusts the Balance
Alters Location
Simple design rule;
of Peak Efficiency
Between Vane and

Rotor Exit Mns
Blade row exit Mach numbers are primarily a function of CpTo/To, U/To0.5, Va/U and
Equal Influence
Weaker Mn Influence,
Strong Effect on Angles
Mark D Taylor
2006

Efficiency Chart Understanding - Fixed Row Efficiencies
Chart Dominated by Work and

Mach Number Relationship
40 Degrees
Inlet Angle
Peak Efficiency at dH/U2 = 1

and minimum Va/U
100 Degrees
of Turning
Mark D Taylor
2006

Efficiency Chart Understanding
Utilising the equation for entropy production rate in a two dimensional boundary layer
(assuming turbulent from LE), along with a square box lift distribution (Loss Mechanisms In
Turbomachines Denton 1993),
Profile Loss = f (inlet & exit velocities, inlet & exit angles, loss factor Cd)
Mark D Taylor
2006

Efficiency Chart Understanding - Row Efficiencies = f(profile loss)
Profile loss correlation leads
to reduction in efficiency
at low Va/U, high dH/U2
- high Mn and turning
Profile loss = f(inlet & exit velocities,

inlet & exit angles, and Cd)
Fixed Row Efficiency
Row Efficiency = f(profile loss)

Inclusion of profile loss correlation
leads to efficiency ridge
Mark D Taylor
2006

If we now invoke a simple secondary loss model utilising representative HP turbine values of
lift coefficient and aspect ratio, i.e.,
Secondary Loss = f (CL, aspect ratio, turning, velocity ratio)
Mark D Taylor
2006

Efficiency Chart Understanding - Row Efficiencies = f(secondary loss)
Secondary loss correlation leads
to reduction in efficiency
at low Va/U, high dH/U2,
resulting from increased turning
HP style turbine +110 degrees
Secondary loss = f(CL, aspect ratio, turning, velocity ratio)
Row Efficiency = f(Secondary Loss)
Analysis shows for HP style turbine turning is the dominant

factor, i.e., +110 degrees.
Mark D Taylor
2006

If we now invoke a simple trailing edge loss model utilising representative HP turbine values of
trailing edge thickness to throat blockage ratio, and exit Mach numbers, i.e.,
Trailing Edge Loss = f (Cbase, te/throat blockage, exit Mach number)
Mark D Taylor
2006

Efficiency Chart Understanding - Row Efficiencies = f(trailing edge loss)
Trailing edge loss correlation leads
to reduction in efficiency at low Va/U, high dH/
U2, resulting from increased
te/throat blockage (at fixed te size)
Trailing edge loss = f(Cbase, te/throat blockage, exit Mach No)
Row Efficiency = f(Trailing Edge Loss)

Reduction in efficiency over the right
hand side of chart is the direct result of
the increased exit Mach number
Mark D Taylor
2006

Row Efficiencies = f(profile, secondary & trailing edge loss)
Ridge line corresponds to 100 degrees of rotor
turning and 40 degrees of rotor inlet angle
Row Efficiency = f(profile, secondary & trailing edge)
Mark D Taylor
2006

Efficiency Chart Understanding Effect of Specific Work
Specific Work = 100 J/kgK
Specific Work = 280 J/kgK

Change in specific work result in both an
efficiency level and ridge location change
Mark D Taylor
2006

Efficiency Chart Understanding Conclusions
A number of conclusions and design rules can be drawn from this study;
The underlying shape of the standard turbine efficiency chart appears to be primarily
dominated by the work and Mach number relationship (fixed row efficiencies),
The top left hand side of the chart is influenced by secondary loss through high aerofoil
turning,
The top left hand side of the chart is influenced by profile loss through increased Mach
numbers and turning.
The effect of trailing edge loss is to further reduce the efficiency in the top left hand side of
the chart through an increase in the trailing edge to throat blockage ratio, and to reduce the
efficiency over the entire right hand side of the chart due to the increased aerofoil exit mach
numbers.
It is possible using the simple design rules, i.e., rotor turning < 100 degrees, rotor inlet angle
< 40 degrees to place a turbine close to the predicted/measured efficiency ridge,
Mark D Taylor
2006

Efficiency Chart Understanding Conclusions
Turbine efficiency charts are effectively multi-dimensional, i.e., they are also a function of
specific work (and other parameters), and should therefore only be used to optimises a design
when the quality and standard of data used to generate them is known.
Consider the following example.
Mark D Taylor
2006

One-Dimensional Mean Line Methods Worked Example
Design Constraints
Cycle Constraints
Inlet Total Temperature
Inlet Total Pressure
Inlet Mass Flow Rate
Specific Work (CpDT/T)
HP Shaft Speed
1800 K
45 Bar
140 kg/s
200 J/kgK
12000 rpm
U/T0.5 = 10.6
DH/U2 = 1.78
mT0.5/P = 1.32
HP Turbine Constraints
Mechanical
Maximum Mean Blade Speed
AN2 Limit (inch2*rpm2)
450 m/s
2.5E10
Maximum Rotor Turning

Rotor Inlet
Root Velocity Ratio
Exit Mn Vane & Rotor
Reaction
Nozzle row (Exit Mn = 0.9)
Rotor row (Exit Mn = 0.9)
120 degrees
50 degrees
> 1.2
< 0.95
0.45
0.93
0.88
Aerodynamic
Mark D Taylor
2006

(7) Rotor Turning > 120 degrees
(1) Input Performance Data and Mechanical Constraints
(2) Set Inlet Velocity

& Mn From Combustor
(4) Radius Set to Achieve 450m/s Mean Blade Speed
(3) No Axial Expansion in Vane or Rotor

(8) Inlet Angle > 50 degrees
(6) Exit Angle > 75 degrees
(5) AN2 > 2.5E10
Figure 21a
Mark D Taylor
2006

(1) Adjusting Axial Velocity Ratios, i.e., Annulus Area
(7) Efficiency Reduced Due to AN2

and Rotor Turning Constraint
(6) Reasonable Annulus Hade Across HP Rotor

15 degrees Hub & Case
(3) Inlet Angle < 50 degrees
(2) Satisfy AN2 < 2.5E10

(4) Exit Angles < 75 degrees
(5) Rotor Root Velocity Ratio > 1.2
Figure 21b
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2006

Figure 21c
Mark D Taylor
2006

Two-Dimensional Throughflow Methods
Introduction
Up until this point in the design we have utilised the basic relationships and simple models to
undertake the first stage in the preliminary design. This process mainly relied on the
understanding and previous experience that the turbine designer has of what is possible
aerodynamically, and how these aerodynamic requirements relate to the mechanical, stress,
cooling and weight requirements of the turbine and whole engine.
This is a key stage in the design process, as decisions

taken now will fix the main architecture of the turbine(s).
Before finalising these decisions the designer must develop a more complex model of the
turbine. Within Rolls-Royce turbines this is done by developing a 2-D axi-symmetric
throughflow model, which represent the desired flow conditions throughout the turbines.
Utilising this model along with the Rolls-Royce turbine performance correlation's, the designer
is able to optimise the requirements of the aerodynamic design, against those of the
mechanical, stress and cooling designers.
Mark D Taylor
2006

Utilisation of New Concepts
LP Turbine
HP Turbine
IP Turbine
Typical Throughflow Annulus Diagram
In order to develop this model the designer must decide on what aerodynamic conditions he
wants to achieve in each of the blade rows. It is at this point that he must decide if there
are new detailed aerodynamic concepts which he wants to utilise. For example,
(1) A rig test has shown that a particular exit angle profile (resulting from a new aerofoil
shape) improves the efficiency.
(2) 3-D CFD has predicted that a particular distance between two adjacent aerofoils maybe
beneficial to reduce blade row interaction (forced response and reduced unsteady loss),
etc.
Mark D Taylor
2006

Exit Angle Profile Leading to Improved Efficiency
3D Aerofoil Design
Straight Stacked Aerofoil
3D Aerofoil
Mark D Taylor
2006

Increased Axial Spacing Leading to Reduced Unsteady Interaction
3D Blading Design - Unsteady CFD - Unsteady Interaction Loss
Steady 3D CFD Prediction of Axial

Velocity at Exit from Turbine Rotor
Flow Field Looks Good !
Mark D Taylor
2006

Steady 3D CFD Prediction of Total

Pressure at Exit from Turbine NGV
Flow Field Looks Good !
Mark D Taylor
2006

Strong Rotor Root Unsteady Interaction
Design Rule Increase Axial Gap and/or
Reduce Aerofoil Lift
Unsteady 3D CFD Prediction of Axial

Velocity at Exit from an Turbine Rotor,
Time-Averaged in Absolute Frame
Mark D Taylor
2006

Target Gaspath Model
The designer can then combine these new ideas along with previously measured (or
predicted) data on angle profile deviations, efficiency profiles, coolant and tip leakage flows,
etc, to develop the target gaspath throughflow model.
In addition, turbine efficiency correlations allow an initial number of aerofoils to selected,
however, this usually is not the final numbers as mechanical, cooling and cost have a strong
influence on aerofoil numbers.
By developing this model the designer can verify (in a 2-D representation) if the required
design concept, i.e., turbine type, specific work, stage loading, numbers off, etc, are feasible,
and if not what parameters must be change to achieve (utilising efficiency correlations and
other evidence to numerate) the required overall aerodynamic specification.
This model represents the target gaspath flowfield against which each of the individual blade
rows are to be designed (to match), and allows the detailed aerodynamics of each blade row
to be designed independently and in parallel.
Mark D Taylor
2006

Target Gaspath Model
Once each blade row has been designed (2-D and 3-D CFD), the results are fed back into the
target gaspath throughflow model (angle deviations, loss profiles, etc.). A new target gaspath
throughflow model is generated and the process is repeated until an acceptable aerodynamic
design of the whole turbine is achieved.
Mark D Taylor
2006

Efficiency Correlations
Turbine efficiency correlations are a mixture of physical models, measured exchange rates
and correlations. They are developed over many years and are usually based on an extensive
experimental database (low and high speed turbine rig tests). They provide a pre-profile
estimation of the stage efficiency of a particular turbine design, and are used extensively in the
aerodynamic efficiency bid process (2-D throughflow flow conditions correlation - row
efficiencies stage efficiency). Typical factors considered are;
Secondary Loss - Lift coefficient
, aspect ratio
aerofoil turning, velocity ratio, etc.
Trailing Edge Loss - Exit Mach number, trailing edge thickness, boundary layer
thickness, etc.
Profile Loss - Lift distribution, lift coefficient, blade area, etc.
Over Tip Leakage Loss - Shrouded/shroudless, height of tip gap, tip lift
coefficient, etc.
Mark D Taylor
2006

Aft-Loaded
Mach Number
Forward-Loaded
Axial Chord
Shroudless
Shrouded
Mark D Taylor
2006

Disk Windage Loss Turbine disc diameter and speed, etc.
Wetted Area Loss - Hub and casing endwall Mach Numbers, endwall areas, etc.
Cooling Exchange Rates -
Experimental measured exchange rates for a series

of different cooling flows which, reflect the change in
turbine efficiency as a percentage of coolant flow. As
these exchange rates are very dependant on the
location at which the flow enters the annulus great
care must be taken when applying them in a design
and bid process (typical range 0.1% to 1% change in
efficiency for 1% change in coolant flow).
Leakage Exchange Rates - As above - platform, blade root seals, over tip
leakage, etc.
Pumping Losses -
The energy required to pump the coolant and leakage

flows from a source to the point where it enters the
annulus.
Mark D Taylor
2006

Mark D Taylor
2006
Stage Efficiency

Summary
2nd Iteration
Improve Efficiency by
Increasing Number of Aerofoils
Increased Turning
- Increased Secondary
& Profile Los
2a
Increased Trailing
1a
Edge Loss
Reduced Va/U
- Reduced Mn &
Trailing Edge Loss
Improved AR
- Reduction in
Secondary Loss
1b
Annulus Design Changes

- Work/Mn Relationship
Detailed Blading Changes
- Row Efficiency Changes
Exit Mach Number = f (CpT/T, U/To0.5, Va/U, )

Mark D Taylor
2006
2D Blading Design
Introduction
Control Volume Analysis
The primary function of 2-D blading is to satisfy the flow condition calculated from the
throughflow model, i.e., inlet and exit flow angles and Mach numbers. As an estimation of the
loss within the blade row will have been input to the throughflow model, it is important that this
loss is also taken into account when designing the 2-D aerofoil sections. It is usual to specify
the loss as a function up to and downstream of the aerodynamic throat, in order that the
aerofoil is designed with the correct inlet flow capacity (mTo0.5/Po) and exit angle.
Consider the following;
If we use the continuity equation on a control surface which stretches from a plane infinitely
far ahead of an aerofoil cascade to a plane infinitely far behind the aerofoil cascade
(homogeneous entry and exit flow), the exit flow angle can be calculated from the other flow
parameters.
With the assumption that the flow between inlet and exit exchanges no energy with the aerofoil,
the fluid behaves like an idea gas, and that density and temperature ratios are a function of
Mach number, the above equation can be written in the following form;
Mark D Taylor
2006
2D Blading Design
Introduction
Minlet
inlet

exit

Mexit
Mark D Taylor
2006
2D Blading Design
Introduction
Utilising the above equation the variation of exit angle can be calculated for a range of loss
levels and over a range of exit Mach numbers, for fixed inlet conditions, i.e., Minlet = 0.15, inlet =
0 o.
Exit Angle Against Exit Mach Number

Effect of Blade Row Loss
o
Fixed Inlet Conditions Mn = 0.1, Angle = 0

78
77
Exit Angle Degrees
76
75
No Loss
74
1% Loss
73
5% Loss
72
10% Loss
71
70
69
68
0.4
0.5
0.6
0.7
0.8
0.9
Exit Mach Number
Mark D Taylor
2006
2D Blading Design
Introduction
Blade row exit angle is sensitive to variations in the blade row loss, i.e., a 1 degree change in
exit angle for a 6% change in loss. As errors in exit angle will result in the blade row delivering
the wrong value of exit swirl velocity and hence stage work, it is important that the 2-D blading
design is undertaken with a representative level of overall loss.
The distribution of loss through the blade row will influence both the profile shape and the
throat width and hence blade row inlet capacity (size of turbine, non-dimensional mass flow
rate).
As approximately 30% of a blade row loss occurs upstream of the throat plane, the above
error in overall loss (and exit angle) would represent around a 2% change in the blade row inlet
capacity. As this level of errors could lead to a significant re-matching of the engine, it is
essential that a representative pre-throat loss be applied when undertaking 2-D profile design.
Although not directly related to the above discussion, the results presented, highlight why the
measurement of efficiency should be bias towards total pressure measurements and should
only rely on angle distributions, and not the absolute values of angle, i.e., typical probe absolute
accuracy 1 degree.
Mark D Taylor
2006
2D Blading Design
Design of a Passage
The design of a turbine aerofoil differs from that of an external aerofoil (wing), in
that you are designing a flow passage rather than an isolated aerofoil.
Hence in the design of turbine blades both the curvature of the aerofoil (and
endwalls) and the aerodynamic blockage have a significant effect on the
design, the former being the dominant effect on external (wing) aerofoil design.
A valuable insight into the design of turbine aerofoils can be gained if we starting
with a constant area passage (impulse turbine - low reaction design) and
develop it into a convergent passage reaction design.
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Impulse Blading
Constant area perpendicular

to flow direction.
Impulse Blade
Zero reaction, i.e., no

expansion over rotor
Constant flow area
Constant bulk velocity
Varying axial velocity
AX
Inlet
Exit
Vw
1
VA
Vabs
Vrel
2
Vabs
Vrel
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Impulse Blading Effect of Aerofoil Turning
Reduced turning leads to a thinner aerofoil
Limits diameter of service pipes
Reduced cross-sectional area for structural support
Difficult cooling geometry's
AX
Vw
Vrel
Vabs
1
VA
2
Vabs
Vrel
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Impulse Blading Limitations
Large suction and pressure surface diffusions

Possibility of separated flows
Mn
Inlet
Exit
Cax
Large suction and pressure surface diffusions
Flow separation(s) leading to increased loss, enhanced

heat transfer at re-attachment points
Diffusion on suction surface limits amount of available

lift, i.e., low lift coefficient leads to high number of
aerofoils and/or blade chord
Consider: Inlet and exit relative Mn = 0.6, max diffusion

level = 35%, therefore peak Mn 0.8
p/D = (pend of diffusion - pstart of diffusion)/(Po- p)start of diffusion
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Impulse Blading Limitations
As the change in whirl velocity (VW) and hence turbine power (mU VW) is limited by the constraint that no
expansion can take place over the rotor (Mn relative inlet = Mn relative exit) the specific power (per kg mass
flow) available from an impulse turbine will always be lower then an equivalent reaction design with equal
relative exit Mach numbers on both the vane and rotor.
In addition, the requirement to do all of the expansion over the nozzle leads to high inlet angle to the rotor,
which tends to increase the levels of pressure surface diffusion previously highlighted.
These limitations along with the difficulties previously outlined (separations, low lift coefficient, etc) mean
that most modern aero gas turbine designs are based on reaction styles of turbine blading.
Inlet
Exit
Vw
Increased
Vw
Vabs
Vrel
VA
Vrel
Vabs
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading Reduced Inlet Angle
At constant axial velocity (and hence axial area),

it is clear from the diagram that there is a
corresponding flow area increase (reduced inlet
Mn) as the inlet angle is reduced
This leads to a fatter front portion of the aerofoil
(increased wedge angle)
Ax
Ax
Vw
Vrel
Vabs
VA
Vabs
Vrel
U
However, as Vw has been reduced by the

reduction in inlet angle, the exit angle must
be increased to restore the work
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading Increased Exit Angle
Ax
Vw
1
VA
Vrel
Vabs
Vrel
Ax
Vabs
U
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading
Fatter front portion of aerofoil leads to increased convex
curvature and blockage on front half of the suction surface
and hence a more rapid rise in the suction surface Mach number
Mn
Inlet Mn
Reduced
Exit Mn
Increased
Cax
Fatter front portion reduces concave curvature on pressure

surface which leads to reduced pressure surface diffusion
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading Aft loading
Aerofoil remains forward loaded as the location of peak
suction (peak suction surface Mach number) has not altered
Mn
Suction surface diffusion can be significantly reduced by aft

loading the aerofoil, i.e., moving the location of peak suction
rearwards (reducing stagger angle)
Inlet Mn
Reduced
Exit Mn
Increased
Cax
Formation of a convergent passage and increased
trailing edge wedge angle leads to increased
acceleration on rear part of pressure surface
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading Aft loading
Suction surface curvature modified to move peak
suction rearwards, i.e., Mach number distribution
change due to both curvature and blockage
Mn
Aerofoil has clearly defined geometric throat at or

close to peak suction
Inlet Mn
Reduced
Exit Mn
Increased
Cax
Aerofoil X-sectional area reduction maybe undesirable,
hence pressure surface concave curvature can be reduced
to restore X-sectional area and eliminate pressure surface
diffusion (blockage and curvature changes on pressure
surface have weaker effect as Mach numbers are lower)
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading Incidence
Mach Number
Positive Incidence
Suction Surface Diffusion
Exit Mn
Inlet Mn
Negative Incidence
Pressure Surface Diffusion
Cax
Small wedge angle at leading edge of aerofoil gives little

incidence tolerance, i.e., suction and pressure surface spikes
and diffusions
As aerofoil will be subjected to incidence variation from
upstream blade row (potential interaction, wakes, secondary
flows, etc), careful design of the leading edge must be
undertaken to minimise the loss associated with these forms of
unsteady interaction loss
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading Small Wedge Angle
d/ds
Gradient
Mach Number
Positive Incidence
Suction Surface Diffusion
Exit Mn
d2/ds2
Curvature
Inlet Mn
Negative Incidence
Pressure Surface Diffusion
Cax
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading Large Wedge Angle
Increased leading edge wedge angle leads to

increased blockage and reduced curvature.
Resulting in increased lift and improved incidence tolerance.
s
s
d/ds
Gradient
Suction and Pressure Surface

Diffusions Reduced at Positive and
Negative Incidence
Mach Number
Exit Mn
d2/ds2
Curvature
Inlet Mn
Blockage Leads to Increased Suction

and Pressure Surface Mach Numbers
Cax
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Reaction Blading Design Objectives
Smooth velocity distributions - steady accelerating flow
No predicted flow separations
Minimised loss
Maximise lift
Margin for skew
Contracting passages
Minimise peak Mn < 1.2

Subsonic if possible
Peak opposite throat
Minimised straight line diffusion
No separation
Back surface diffusion < 35%
Mach Number
Exit Mn
Subsonic exit
Mach number.
Inlet Mn
Off-loaded nose
Design for incidence 100
Minimised suction and pressure surface
diffusion at incidence, including skew margin.
Axial Chord Cax
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Although as the previous slides have show, a good understanding can be gained into how the
geometric shape of a passage (curvature and blockage) influence an aerofoil Mach number
distribution, it is more convenient to design an aerofoil to meet a desired lift distribution.
This is usually undertaken using an inverse design technique known as Prescribed Velocity
Distribution (PVD), i.e., a desired velocity distribution is chose and the resulting geometry to
meet this requirement is automatically generated.
Although this is a more convenient method by which to design a row of aerofoil, the designer
must still understand the simple rules developed earlier, if he is to design an aerofoil which also
meet the many mechanical and cooling requirements.
For example, the wedge angle at the leading edge of a HP turbine is significantly greater than is
required aerodynamically. The thickness requirement is predominantly there in order that there
is enough physical space to accommodate the complex cooling arrangement within the leading
edge.
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Figure highlights the type of modifications to the velocity distributions, which can be easily
undertaken using a prescribed velocity distribution method.
Improved Backsurface
Distribution
Improved Pressure
Surface Acceleration
Mark D Taylor
2006
2D Blading Design
Design of a Passage
Based on the rules presented previously (and particular lift style) 2-D aerofoil profiles are
designed at a number of spanwise locations. A typical final summary of the 2-D aerofoil
parameters is given below.
Mark D Taylor
2006
2D Blading Design
Design of a Passage
HP Vane and Rotor 2-D Design
Full Lift Distribution Aerofoil Numbers

Chosen For Cost and Forced Response
Lift Coefficient Limited by Peak Mn
Large Trailing Edge Wedge Angle

Leads to Reduced Pressure Surface Lift
Large Leading Edge Circle Size

Stagnation Point Control and TBC
Increase PS & SS
Mach Numbers
TE Definition
Large Leading Edge Wedge Angle to

Satisfy Cooling Geometry Requirements
Mark D Taylor
2006
3D Blading Design
Introduction
Currently 3-D CFD cannot be used directly to predict the aerodynamic performance of a
turbine, i.e., loss predictions are unreliable (unsteady stage calculations are within 1 to 2%
of experimental measurements).
Hence, the fundamental design of turbines is based on performance correlations produced

from extensive rig/engine testing.
3-D CFD is used to undertake the detailed aerodynamic design of each blade row, using
boundary condition data defined from a target gaspath throughflow (axi-symmetric) model
of the whole turbine (losses, deviations, etc, from empirical/experimental data).
The objective of a 3-D aerofoil design being to match the predicted exit conditions to those
in the target gaspath throughflow model.
The designer uses flow parameters which he/she knows the 3-D CFD code can accurately
predict (static pressure, angle deviations, SKEH, etc.), along with design concepts (styles)
which experimental studies have shown produce high aerodynamic efficiencies, i.e., blade
lean, exit flow angle variation, etc.
3-D CFD is used in conjunction with experimental data to understand particular flow
features identified by rig testing.
Mark D Taylor
2006
3D Blading Design
Introduction
Turbine Blade 3D Flow Phenomena
Mark D Taylor
2006
3D Blading Design
Aerofoil Stacking and Vortex
The 3-D design process is based around the concept that 2-D sections can be stacked in
space to achieve the target gaspath throughflow conditions. There are effectively 3 main
stacking concepts available to the designer, circumferential lean (single or compound), axial
lean (single or compound) and exit angle distribution (linear or Brand X).
No Circumferential Lean
(viewed along engine axis)
Pressure
Surface
Suction
Surface
Single Circumferential Lean

or visa-versa
Pressure
Surface
Compound Circumferential Lean

or visa-versa
Suction
Surface
Pressure
Surface
Suction
Surface
Mark D Taylor
2006
3D Blading Design
No Axial Lean
(View from side of engine)
Leading
Edge
% Height
Trailing
Edge
Single Axial Lean

or visa-versa
Leading
Edge
Linear Variation
in Exit Angle (Vortex)
Compound Axial Lean

or visa-versa
Trailing
Edge
% Height
Leading
Edge
Trailing
Edge
Parabolic or Brand X
Exit Angle (Vortex)
Exit Angle
Metal Exit Angle

Mark D Taylor
2006
3D Blading Design
Compound Lean
Each of these stacking concepts have different effects on the flow field, for example consider
the effect of compound lean (convex pressure surface, concave suction surface).
Increased static
pressure in the endwall
regions
Increased Static Pressure
Mass flow within passage

moves from
endwalls to mid-height
Less turning at endwalls

(reduced lift)
More turning mid-height
(increase lift)
Loss V3endwalls
Endwall loss reduced
Overall Loss ?
Mass flow
Endwall
Mach
Number
% Height
Without
With
Chord
Air Exit Angle (At TE)

Mark D Taylor
2006
3D Blading Design
Brand X
Both of the exit angle (vortex) concepts have different effect on the flow field, for example
consider the effect of Brand X (reduced exit angles at endwalls, increased exit angles at midheight).
Reduce angles at endwalls
Increase angle at mid-height
Reduced Exit Angles
% Height
Increased
Exit Angle
Exit mass flow moves from

mid-height to the endwall
regions
Metal Exit Angle
More turning at endwalls

(increased lift)
Reduced turning mid-height
(reduced lift)
More uniform distribution

of massflow into
following blade row
Improved stage efficiency
Endwall
Mach
Number
% Height
Without
With
Chord
Air Exit Angle
Mark D Taylor
2006
3D Blading Design
Discussion
It is worth noting that there are several different schools of thought on how, or even if, these
3D flow concepts actually work. As it is difficult, if not impossible, to prove mathematically that
they do, the majority of evidence is based on experimental rig testing.
A quick glance at published research will show that a number of these concepts appear to also
work when applied in exact opposite ways, i.e., some researches say that compound lean
defined as convex pressure surface, concave suction surface improves stage efficiency, others
have found the exact opposite. Although impossible to prove, it is generally believed these
apparent contradiction result from the differences in the initially design to which the concept is
applied, and the level to which a particular concept can effect the overall value of loss within a
turbine stage.
For example, if an initial design contained a strong Brand X (open endwall, closed mid-height)
distribution, and a designer applied a compound lean which encourages mass flow rate to the
endwalls within the vane, i.e., the opposite of that presented here, this should lead to an
increase in the vane endwall loss (loss V3), and a slight improvement in the mass distribution
entering the following rotor. However, if the designer applied compound lean which encouraged
mass flow rate away from the endwalls, to the same strongly Brand X design, the effect would
be a reduction in vane endwall loss, and a slight deterioration in the mass distribution entering
the following rotor.
Mark D Taylor
2006
3D Blading Design
Discussion
Clearly both these design have the potential to improved the stage efficiency, whether they do
or not, depends on the initial level of Brand X and the strength and resulting effect that the
compound lean has on the overall loss within the turbine stage and not just the vane loss.
Mark D Taylor
2006
3D Blading Design
Vane 3-D Stack and Vortex
3-D Predicted Distribution
Target Exit Angle
Mark D Taylor
2006
3D Blading Design
Forced Response
As the requirement to reduce cost tends to lead to a reduction in aerofoil numbers, an important
constraint on HP turbine design is forced response. In the preliminary design stage this is
mainly undertaken using simple models such as the Campbell diagram.
The objective of the diagram being to show graphically where a particular mechanical modes
(resonant frequency) will cross a particular engine order (EO) excitation frequency (frequency =
number of nozzles shaft rps what a single blade experiences).
Mark D Taylor
2006
3D Blading Design
Forced Response Campbell Diagram
Frequency Hz
Mode resonant frequencies function (No blades,
shape of blades, blade/disc assembly, etc.)
35 EO
Number of Nozzles
1st Torsion
30 EO
1st Flap
25 EO
100% NH
Idle
Engine Speed
Mark D Taylor
2006
3D Blading Design
Forced Response Turbine Inlet Pressure
Turbine Inlet
Total Pressure
Flight Condition
Take-Off
Cruise
Idle
100% NH Engine Speed
Mark D Taylor
2006
3D Blading Design
Forced Response
Combining the information contained in the figures, the designer can quickly make an
assessment on whether a design is practical or not, for example;
In order to reduce cost the project team would like to change the number of HP nozzles from 35
to either 30 or 25. As this could have a significant effect on the forced response of the HP
turbine, it is essential that an early assessment be made.
Previous experience has shown that the blade numbers chosen, blade design, disk assembly,
etc., will result in two main modes of vibration, i.e., 1st torsion and 1st flap.
Lowering the number of HP nozzles from 35 30,
Increased engine speed at which the resonance crossing points occur.

Increased inlet pressure greater aerodynamic forcing, i.e, aerodynamic forcing directly
related to absolute pressure level
Larger signature per aerofoil greater aerodynamic forcing
1st torsion mode resonance at 100% NH
Mark D Taylor
2006
3D Blading Design
Forced Response
Lowering the number of nozzles from 35 25,
Increased engine speed at which the resonance crossing points occur

Further increase in the aerodynamic forcing increased inlet pressure & aerofoil signature
1st torsion resonance has moved outside running range
However, possible problems now with 1st flap mode
Although the above assessment does not allow the actual mechanical displacements and
stresses to be calculated, it does clearly identify the potential resonance points, and based on a
simple scaling of the inlet pressure and number off relationships, can provide a preliminary
assessment of the change in aerodynamic forcing (based on previous data).
Mark D Taylor
2006
3D Blading Design
Forced Response Lift Styles
Conventional
Low Number Off

50% Conventional
Low Number Off

50% Conventional
Conventional
Mid-height lift plot
Mid-height nozzle section
Mark D Taylor
2006
3D Blading Design
Forced Response
In addition to 2-D lift style, other techniques can be used to minimise forced response, i.e.,
aerofoil stack and endwall contouring. Figure shows a low number off HP nozzle guide vane
design where the aerofoil stack and endwalls have been optimised to reduce the unsteady
aerodynamic forcing onto the HP rotor.
Irrespective of whether you utilise one or all of the above techniques to minimise the unsteady
interaction between two blade rows, the designer must have a reliable method to predict the
resulting unsteady pressure field.
Experience has shown that although 3-D unsteady CFD codes do not accurately predict
aerodynamic loss ( 2%), they do allow a good assessment of the unsteady aerodynamic
forcing to be made. Comparison with measured unsteady static pressure data has shown that
amplitude can be predicted to a high level of accuracy, however errors in the relative phase
across the aerofoil tends to reduce the overall accuracy of the prediction.
Mark D Taylor
2006
3D Blading Design
Forced Response Stack and Profiled Endwalls
3D Stack and Profiled Endwall
Mark D Taylor
2006

Tema 6 - HP Axial Flow Turbine

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HP Axial Flow Turbine

VKI Lecture Series 2006

Velocity Triangle, Basic Rules, Efficiency Charts

Two-Dimensional Throughflow & Correlations

Turbine Design Concepts,

Turbine Rig/Engine Test

2D/3D CFD Design Codes

VKI Lecture Series 2006

VKI Lecture Series 2006

Preliminary - Annulus Design

Begin from an existing design (engine throughflow model),

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

Fixed Specific Work,

Inlet Capacity &

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

The stage loading

of the turbine can now be set with an appropriate mean diameter.

Typical stage loading are;

VKI Lecture Series 2006

Preliminary - Annulus Design

High Stage Loading

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

, is the height of the velocity triangles to the length of the base.

Fixed Mean Radius

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

Although a designer relies on the turbine

Although, the chart is a useful guide to aim a

VKI Lecture Series 2006

Preliminary - Annulus Design

New Turbine Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design

VKI Lecture Series 2006

Preliminary - Annulus Design