NASA-CR-174645

N/%SA

National Aeronautics and

Space Administration

R84AEB378

EXTENDED PARAMETRIC REPRESENTATION OF

, COMPRESSOR FANS AND TURBINES

Volume I - CMGEN User's Manual

FINAL REPORT

March 1984

By

General Electric Company

Aircraft Engine Business Group

Advanced Technology Programs Dept.

Cincinnati, Ohio 45215

_EPRESENTATI£ N C_

TURBINES. VOLUME

Final Report,

Electric Co.)

FOR

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

LEWIS RESEARCH CENTER

21000 BROOKPARK ROAD

CLEVELAND, OHIO 44135

\% ON

'NASA-cF-17;6q5) EXTENDED _ASAME:PIC

N86-23830

COMESESSCE _A_3 AND

I: C_GEN USER,S MANUAL

Auq. 1982 - Oct. ?983 (General

60 p HC AOq/MF AO] CSCL 131

_mm

..... ,'d_ontract •

_1AS3-23055

GENERAL 0 ELECTRIC

"'Lk,.

Unclas

G3/37 060 ]2

Alroraft Engine Business Group

Advenoed Technology Programs Department

CinclnnmU,Ohio 4S215

ORIGINAL PAGE 18

OF POOR QUALITY

I Req3w_rtNo 2. Government AccessLon No. 3 Rec_P=ent s Catalog %o

NASA CR-174645

4

12

Tttle and Subl,lle

Extended Parametric Representation of Compressor Fans

and Turbines Vol. I - CMGEN User's Manual

Author(s}

G.L. Converse and R.G. Giffin

Perfuming OrganJzahon Name and AOOreu

General Electric Company

Aircraft Enaine Business Group

Cincinnati, Ohio 45215

Sponsoring Agency Name and Aoaress

National Aeronautics and Soace Administration

Washinqton, D.C. 20546

6, Performing Organ_zat,on C_cle

8 Perform=ng Organization Reporl %o

R8 4AE B3 78

10 Work Unit NO

11, Contract or Grant No

NAS3-23055

13 Type Of Report anc_ Per_o(_ Cove,ec_

Contract Report

Aunust 1982 - October 1983

14 Sponsoring Agenc_ Code

15. Supplementary Notes

Pro_ect Manaoer, James W. Gauntner, Aerospace Engineer, NASA

Lewis Research Center, Cleveland, Ohio

16 Abstracl user

A modelina technique for fans, boosters, and compressors has been developed which will enable the

to obtainconsistent and rapid off-desinn performance from design point input. The fans and compressors are assumed to be multi-stone machines incorporatinn front variable stators. The boosters are

assumed to be fixed oeometry machines. The modelina technique has been incorporated into a time

sharina pronram to facilitate its use. Because this report contains a description of the input output

data, values of typical inputs, and example cases, it is suitable as a user's manual. This report is

the first of a three volume set describina the parametric representation of compressors, fans, and

turbines. The titles of the three volumes are given below:

(I) Volu_e I CM_E_ USER's Manual {Parametric Compressor Generator)

(2) Volume It PART USER's Manual (Parametric Turbine)

(3) Volume Ill MODFAN USER's Manual (Parametric Modulating Flow Fan)

17. Key Words (Suggested by Author(s))

Parametric fan, boosters, compressors

off-desinn performance

axial flow

18. Distribution Statement

-T

lg _ur,t'_ Ctassil _of this report) |

1

Unclassified

20 _curity Classkf (of this page,

Unclassified /

21 No of Pages

56

22 P,,ze"

NASA-C-I66_'Re_ 10-75>

TABLE OF CONTENTS

1.0 INTRODUCTION

2.0 PROGRAM STRUCTURE

3.0 PROGRAM INPUTS

4.0 PROGRAM OUTPUTS 13

5.0 PROGRAM DIAGNOSTICS 14

6.0 EXAMPLE CASES 16

7.0 _NALYTICAL BACKGROUND

7.1 Compressor Map Fitting System

7.1.1 Description of Current Compressor Map

Fitting System

7.1.2 General Background

7.1.3 Compressor Efficiency Representation

7.1.4 Compressor Flow Representation

7.1.5 Compressor Base Curves

7.2 Discussion of the Derivation of the Parametric

Curve Sets

27

27

28

28

32

32

36

38

LIST OF SYMBOLS 52

REFERENCES 53

}'RECEDING PAGE BLANK NOT FILMED

iii
Figure

i.

2.

1

4.

5.

,

.

8.

9.

i0.

ii.

12.

13.

14.

15.

i0.

17.

18.

LIST OF ILLUSTRATIONS

Typical Compressor blap (PR=I2.0)

Parametric Map Flow-Speed Relationship

(LO T2 Schedule)

Flow Chart Showing Flow of Control In CMGEN

CMGEN Sample Terminal Conversation

Parametric Booster Performance Map

(PR=2.45)

Dimensionless Compressor Performance

Parameters

Compressor Stage Characteristic

Compressor Loss Representation.

Stage Efficiency and Loss Characteristics

Compressor Flow Representation

Speed Line Sketch

Variation of Backbone Flow Coefficient

With Speed and Design Pressure Ratio

Variation of Corrected Flow with Speed and

Design Point Specific Flow (PR=I2)

Min-Loss Throttle Coefficient

Min-Loss Efficiency Distribution

Design Point Efficiency Variation with

Pressure Ratio

Variation of Loss Slope with Flow

Coefficient

Variation of Mach Number Slope with Speed

Page

3

4

6

I0

12

30

31

33

34

35

37

40

41

42

43

44

45

46

iv
LIST OF ILLUSTRATIONS - (COh_TINUED)

20.

21.

22.

23.

Variation of Math Number Intercept with

Speed and Design Pressure Ratio

Bivariate Loss Curves

Bivariate Flow Curves

Flow Variation for HI T2 Schedule

Parametric Map Flow-Speed Relationship

(Hi T2 Schedule)

47

48

49

50

51
LIST OF TABLES

Table

Default Settings for Variables in

NAMELIST "INPUT"

9

vi
I. 0 INTRODUCTION

The NASA Lewis Research Center employs a general computer program, NNEP,

(Reference i) for calculating the thermodynamic performance of jet propulsion

engines. To calcualte off-design engine performance, the user of NNEP must input

component maps defining the characteristics of the various components over their

full range of operating conditions.

For early cycle analysis of advanced propulsion systems, these map

characteristics are not generally known because the geometry of the component has

not been specified. Furthermore, the typical user of the program is not sufficiently

knowledgeable and/or cannot afford the time to do an extensive design followed by an

off-design analysis of the component in question to define the map characteristics.

Typically, in this early stage, the user scales some available map.

The available methods for scaling maps can lead to significant errors in component representations. A traditional method of scaling a compressor map retains the

flow speed relation of the base map and applies a constant pressure rise scalar calculated at the design point. Direct scaling of flow size is frequently used. The accuracy

of such a procedure can be considerably improved by using parametrically generated

component maps. A parametric component representation can be a scaling procedure which

uses the key design point parameters to impace the fundamental differences in the map

characteristics when generating the component maps.

The subject of this report is the parametric multistage compressor/fan program. The key design point parameters in the CMGEN program are:

i. Pressure ratio

2. Inlet corrected flow per unit area (i.e., inlet Mach Number).

3. Stall margin.

A 12 to 1 pressure ratio map generated by the program CMGEN is shown in Figure i.

A series of maps having different design point pressure ratios but identical inlet

specific flows was also generated. The lapse rate (i.e., the flow speed variation)

was then plotted along the peak efficiency ridge. Figure 2 shows the effect of

design point pressure ratio on lapse rate. The variation in the flow speed with

design pressure ratio is due to compressibility and associated mis-matching.
The above discussion illustrates the importance of having changes in design

point parameters reflected by corresponding changes in the off-design characteristics

of the performance maps. The more complete the parametric system (i.e., the more

design point parameters it includes) the closer the calculated off-design performance

representation can be to the actual performance.

The computer program CMGENis an improved method for representing the offdesign characteristics of the compression componentswhenperforming off-design

performance calculations for advancedair-breathing jet engines. It is applicable

to multi-stage fans and compressorshaving variable stators as well as fixed geometry

boosters. It can be applied at any level of inlet corrected flow size.

The program uses design point data and semi-emperical correlations as input

to generate off-design values of corrected flow, efficiency, and pressure ratio over

a range of corrected speeds and pressure ratio parameters specified by the user.

The computer program CMGENis compatible in both form and format with the

cycle program of Reference i, and the examplemaprepresentation of Reference 2.

This report contains a description of the input-output data, values of typical

inputs, and sample cases, it is suitable as a user's manual. A description giving

the background of the engineering analysis used to generate the program is given

near the end of the report.
0

II

0

_J

E

0

QJ

E

m

m

0

,-.I

P_

U

e.

OJ

(J

°._

¢0

p

cO

0

aO

0

cO

_J

_J

0

co

0

OF POOR QUALITY

,,.O

m

O

0

0

0

p

- &

-- 0 G

0

-- 0 E

4.1

0 _ r.j

r._ >-

[..

_

f..,,. _=_

- "_ _2

0

I'M

I I I I I I I 1

o$_e_T alnssaz_
ORIGINAL PAGE |S

OF POOR QUALITY

_ueoaad 'mOl_ pa_oaz_oo

,-4

"1:3

r,j

b'3

[--

q

i..--.

c'

.=

= 0

m m

i

_ G

N _

E
2.0 PROGRAM STRUCTURE

A flow chart showing the flow of control in the computer program CMGEN (Compressor generator) is shown in Figure 3. After the input has been read and processed, the program reads in the set of component base curves selected by the

user's setting of the ITYPE switch. These base curves are in NAMELIST form and

reside on three external files. The program next carries out a design point calculation in which a number of additional design point values are calculated from

the input values. The off-design calculation is then carried out for each value

of corrected speed and R selected by the user. This calculation is carried out

in the evaluation routine CMPMXX. Finally, the output is written on three files plus

an additional output file (File 22) which contains the five base curves discussed

in Section 7.1.
Readin

Selected

Component

Correlations

ReadNamelist Input

* ITYPE,PRDSGN,FLWDGN,WQADGN,

ETADGN,UTRD,STMRGN, NR, AR,

NSPDS,APCNC

I Design Point ]

Calculation

ORIGINAL PAGE IS'

OF POOR QUALll'_r"

Off-Design Calculation

* Calculates and Saves the Values of GH

for Constant Speed Stall

(i.e., R = 1 When GH = GHS)

I _Jr| Write File 22 Output (Base Curves ,

Calculate NASA Output

* Calculate GH Values from GHS and R

* Call Evaluation Subroutine to Obtain

Values of Pressure Ratio, Corrected Flow,

and Efficiency (Subroutine CMPMXX)

I Write NASA Output

* Subroutine WRTOPT

Figure 3. Flow Chart Showing Flow of Control in GMGEN.
3.0 PROGRAM INPUTS

All of the CMGEN inputs are of the free-field format (NAMELIST) type, and

begin in Column two. There is no specified order to the inputs. The program first

gives a brief description of the variables used in the NAMELIST INPUT. The default settings of these variables are then displayed.The user can then enter any

changes in the design point values and/or the speed and R arrays. If the user

wishes the program to generate a value for the design point efficiency, a zero

value should be entered for ETADGN. The program will echo the updated NA_LIST

values, then go into execution. Upon completion, the program will display a message

to the effect that the NASA output files have been written on file codes 30, 31,

and 32. File 22, which is also generated by the program, contains the component

base curves which are discussed in section 7.1.

The input variables together with their default settings are listed in

TABLE i.

The first input variable in TABLE I, ITYPE, is used to determine the type of

component desired. The booster is assumed to be a multi-stage fixed geometry

machine. Both the fan and compressor are assumed to be multi-stage machines having

variable stators. Two sets of flow speed characteristics are generated by the program, a high T2 oDen stator schedule and a low T2 nominal stator schedule.

The range of design point pressure ratios applicable to each type of

is as follows:

Variable

ITYPE Component Type Pressure Ratio Range Stator Schedule

i Fan 2-5 High T2 & Low T2

2 Booster (fixed 1.2-5 None

geometry)

3 Core Compressor 4-24 High T2 & Low T2

The next five variables in Table i set the key design point parameters. The program will calculate a design point efficiency. A flow size correction is included in

the program. The flow size correction was obtained by using the results of a study in

which a series of machines differing only in flow size were designed. The efficiency
correction is, therefore, an overall correction accounting for all flow sizes effects

such as Reynold's number, tip clearance, tolerances, etc.

The last four variables in Table 1 are used to control the number of values of

R and speed to be written on the output file. The R values are used to fix a point

on a speed line. The R value is unity on the stall line and increases along a constant speed line as the flow increases. The algorithm used in CMGEN forces a value

of R equal to two at the min-loss point which is slightly below the peak efficiency

on the speed line. The concept of min-loss is discussed in section seven (7).

For example, in the input shown in Figure 4, all of the design point variables

have been changed as well as the corrected speed array. The booster map which results is shown in Figure 5. The locus of the R=I and 2 lines have been indicated on

figure 5.
TABLEi. DEFAULTSETTINGSFORVARIABLE:

NAMELI ST"INPUT"

VARIABLE

NAME

ITYPE

PRDSGN

FLWDGN

WQADGN

UTRD

STMRGN

NR

AR

NSPDS

APCNC

UNITS

NONE

NONE

pps

pps/ft 2

fps

percent

NONE

NONE

DEFAULT

VALUES

12.0

155.0

40.0

i000.0

15.0

ii

1.,1.2,1.4,

1.6,1.8,2.0,

2.2,2.4,2.6,

2.8,3.0

12

.I, .2,.3, .4,

.5, .6,.7,.8,

.9,1.0,1.1,

1.2

DESCRIPTION

Type of Component

l=Fan, 2=Booster, 3=Compressor

Design point pressure ratio

Design point corrected flow

Design point corrected flow

per unit annulus area

Design point corrected first

stage rotor tip speed

Design point constant speed

stall margin

No.of R values

Array of R values

No.of corrected speeds

Array of corrected speeds
ORIGINhL PA;=_r_.._ _:r' :_,

OF POOR QLIALi'I"_"

PARAMETRIC FAN,BOOSTER,AND COMPRESSOR GENERATOR

VARIABLE NANES USED IN NANELXST |NPUT

IIANE DESCRIPTION

iTYPE COHP TYPE:I-FAN,2-BOOSTER,3eCONPRESSOR

DESIGN PO|NT VALUE OF:

PRDS_N PRESSURE RATIO

FLWOGN CORRECTED FLOW

I_[_ADGN CORRECTED FLOW PER UN|T ANNULUS AREA

ETADGN EFFXC|ENCY

UTR8 CORRECTED FIRST STAGE ROTOR T|@ _PEED

STNRGN CONSTANT SPEED STALL PIARG|N

NR NO OF R VALUES

AR ARRAV OF R VALUES

NSPDS NO OF CORRECTED SPEEDS

APCNC ARRAY OF CORRECTED SPEEDS

NAMEL|ST iNPUT

ITVPE- 3

PRDSGN- LZ.llJimm, FLWDGN- |86.IMiIB

b'QA.DGN" 41.J188Ji, ETADGN" 1.8611JB

UTRD - LJJJ.JJJJJJ, STMRGN- |S.JJJISBJ

NSPDS = 12,

APCNC (|)"

I B.i_B_J_, f. ZJEJJmo J.38RmEm,

S E.S#_JJm, E.6EB_JE, J.TJJBJJ,

9 J.DJJJJJ, l.JJJJJJ, l.lJJJJJ,

13 |.]JJJlJ, i.3lJ/JJ, 1.3iMIIIi,

NR " il,

AR (i)"

! |._J_J_, 1.2BJIJi, l.RBBfJm,

S ].OIBJBI, Z.JIJJJJ, 2.2aSJ_4,

9 Z.6Jm_JM, 2.8JJUMR, 3.MAMBOS,

13 3.2J_EEJ. 3.2SJEEE, 3.Z/JJJJo

END NAMELIST

ENTER CHANGES TO N/_IELiST iNPUT

-SXNPUT ITVPE-Z.PRDSGN-Z.4S,FLWDGN-IBI.B,WQADGN'33.7,

mETADGNoJ.J.UTRD-O69.7,STHRGN-L4.34.

_NSPDStAPCNC-.359,.SZB,.661,.791,.88,.DSZ,I.J,L.JZS,l.1445

NA/4ELIST INPUT

|TYPE- Z

PRDSGN= 2.458SBS, FLWDGN = llJ.l_ilJS_l

WUADGN- 33.7JSJBE, ETADGN- 4.87J754

UTflD - 869.699997. S rHRGN- 14.34S_J_

NSPDS " 9,

APCNC EL)"

] B.359_B, /.SZBBEB, B.6618BB,

S J.88_, I.gSZBB_, I.EEB_J_,

9 1.1448_4, l.BJJEBJ, |.lJJB_B,

13 1.3E_JB4, 1.3JJJJi, 1.3_JEE,

NR " 11.

AA tl)-

I I.SJBBBB, |.2BBBBB, 1.4BBEBB,

1.4llBINI,

B.848_4_,

I.ZIBBJI,

L.GBBBBB.

Z.4IBMMI.

3.ZlJiJl,

1.79ZlEE,

I.ZBEBBJ,

L.6_BBE,

Figure 4. CMGEN Sample Terminal Conversation.

10
5 l.OBSffSJ, 2.1181_6,

9 Z.Ga48gg, 2.OJS_lJ,

t3 3.2JmmiB, 3.21JlSm,

END NAMELIST

MAP FILE ON TEMP FILE 22

YOU HAVE CREATED TEMP FILE 22

NASA OUTPUT ON FILE CODES 3E.3L,AND 32 &

2.2EB82E, 2.4SJmSE,

3.BBBEEE. 3.2BSmEE.

3.24BJgB.

Figure 4. CMGEN Sample Terminal Conversation (Continued).

ii
r

I

t"

.... i

I

I

a

-= i.d

.

,Q.

I

c J

C i

c= I

I ..... T-

.i

-if

, , i . . "ii

6" 8" 3

_3N3131_3

]

OF POOR QUALFFY

h:::

v

c_

E

},.,

@,

@

©

C_

c_

12
4.0 PROGRAM OUTPUTS

The basic output from the program consists of three tables. These tables

show the variation in corrected flow, efficiency, and pressure ratio for each of

the stator schedules, R-values, and corrected speeds specified in the input. The

low T2 and high T2 stator schedules are written in the output file as pseudo-angle

positions of zero and ninety degrees. The output tables for the second default case

are shown on pages 19_20, & 21. The table structure is compatible with NASA cycle

deck requirements given in Reference 2 (pages A23 and A24).

The output tables can be visualized as three dimensional, composed of a

series of planes with each plane assigned a value of pseudo-angle position, ANGL.

Then in each ANGL plane, the dependent variable (ordinate axis) is a function of

corrected speed, SPED, and R value. The dependent variables are respectively

corrected flow, total-to-total efficiency, and pressure ratio.

For example, in the output table on page 24 the 18 lines of the dependent

variable correspond to the 9 values of corrected speed, two lines per speed. Within

each speed there are Ii R values.

It should be noted that for pressure ratios less than unity the efficiency

is negative (see discussion in section 7). These efficiency values are not incorrect, however, the efficiency behavior in this region makes curve fitting and

interpolation of efficiency values extremely difficult. For this reason many engine

manufacturers use some form of locus or temperature ratio parameter rather than

efficiency for interpolation. The solution used here was to simply discard the

information below unity pressure ratio and to display the solution for unity

pressure ratio for all values of R at which the pressure ratio is less than unity.

This means that identical values of pressure ratio (PR-I.0), flow and efficiency

(EFF=0.O) will appear in the output table on any speed line where the value of R

results in a pressure ratio less than unity.

13
5.0 PROGRAM DIAGNOSTICS

The CMGEN computer program contains several diagnostic error messages to

aid the user in trouble shooting his input. A listing of the error messages and

their meanings are given below.

i. ITERATION COUNTER EXCEEDED_ GHS_ PQW, PQWS

This fatal error occurs if no stall intersection can be found at the design speed.

The program stops. The user should reduce the input value of the stall margin,

STMRGN.

2. FLOW IS ZERO

This fatal error occurs for the same reason as the one above, however, in this case

the flow has reached zero before the iteration counter has been exceeded. The input

stall margin, STMRGN, should be reduced.

3. WARNING: NO STALL SOLUTION FOUND AT PCN=_ F7.3

This warning error occurs if no stall intersection is found at a speed other than

the design speed. Stall is assumed to occur at zero corrected flow. Program continues.

The input stall margin should be reduced and/or the range of speeds restricted. If

the value of speed displayed by the warning message is outside the range of interest

the latter fix can be used.

4. OIRE CTR ERROR - - (CALLING LINE =_ 15)

There is one iteration of this type in the program. This iteration is balanced

using the Method of False Position. This method is contained in the subroutine QIRE_X.

A maximum of 25 passes is allowed for any single iteration to balance. If the

iteration does not balance within the specified tolerance, the error message will

appear with the statement number of the calling line in the 15 Format field.

This iteration was used to obtain the value of the corrected flow for unity pressure

ratio. The value of 15 will be 624. The program will use the largest value of flow

obtained in the 25 passes and continue. The user should inspect his output data at

14
unity pressure ratio to see if the flow speed relationship is smooth. The user

can restrict the range of R values so that the pressure ratio is always greater

than unity.

15
6.0 EXAMPLE CASES

Two example cases are given in order to illustrate the use of the program.

The first case utilizes the default settings to generate the output for a

twelve-to-one core compressor. The second case is that of a fixed geometry

booster. In both cases the design point is at R=2 and speed=l.

A complete record of the two terminal sessions including a listing of the

output tables is given on the following pages. The program inputs and outputs

have been discussed in Section 3.0 and 4.0.

16
,. • ,b L_

PARAMETRIC FAN.BOOSTER,AND COMPRESSOR GENERATOR

VARIABLE NAMES USED |N NAMEL|ST INPUT

IAME

ITVPE

PRDSGN

FL_DGM

b'_lA DGN

ETADGN

UTRD

STMRGN

IrE

AR

NSPDS

APCNC

DESCRIPTION

COMP TYPE:£-FAN,Z-BOOSTER,3-COMPRESSOR

DESIGN POINT VALUE OF:

PRESSURE RATIO

CORRECTED FLOW

CORRECTED FLOW PER UNiT ANNULUS AREA

EFFICIENCY o

CORkECTED FIRST STAGE ROTOR TiP "SPEED

CONSTANT SPEED S]ALL I'_,RGiN

NO OF R VALUES

ARRAY OF R VALUES

NO OF CORRECTED SPEEDS

ARRAY OF CORRECTED SPEEDS

_MELIST INPUT

ITVPE- 3

PRDSGN- lZ.iBiiii, FL_DGN- IBS.Ullll

WGADGN_ 4d.JiJl_i, ETADGN _ 1.8Bliil

UTRD - li_E.#Bggii, STMRGN- lS.iBliil

NSPDS " |Z,

APCNC till _.IBgSBJ. i. ZiEBEE, io3liJEI,

5 l. SiJBJJ, i. BiJJJi, I.TiJJgi,

9 i. BdiBJi, I.JBJJB_, I.liJiii+

I] 1.31iliB. 1.31iiiJ. I.]lJlli,

NR - II.

AR (I|"

I l.idd_iB, |.ZBBBBio 1.4i/iiJ,

S 1.8JJJJl. Z.B/i_J, Z.ZJlili,

9 Z.GJl_i, 2.gliJi_, 3.iliill,

13 3.2_#1_d, 3.ZBRmdB, 3.ZIIBli,

END NAMELI_T

ENTER CHANGES TO NAMELIST INPUT

-$INPUT$

NANELIST INPUT

ITVPE- 3

PADSGN- 12.B_J_Ji.

W_DGN- 4_._BBJJJ,

UTAD - I_JB.iBJBJM,

NSPDS - lZ,

APCNC (1|-"

I i.l_iigi,

" S I.Si_iJ,

9 I.Bi_lMJ,

13 1.3,,i4_] NR -

AM (1)"

I I.J+iJ+i,

5 l.Bii_ii,

9 Z.Ba4aaa,

FLWDGNETADGNSTMRGNi.2R88_i,

1.3_liii,

|.2_ili,

Z.Biliii,

|BS.IJIBRI

i. OS|il_

15.lidJRi

i.78i041,

l.|JiiBi_

|.3iiill,

1.4i/iil,

2.2BM_IM,

1.4liiJl,

I.ZBBM41,

Z.4ZSZ_Z,

1.4BB_B_,

1.8_8BBB,

1.6BdgBB,

3.ZiB_aB,

17
ORIGINAL "_;" "'

OF POOR QUALI"F"f'

13 3.281JJ/, ].ZIISII, 3.2lliJI.

END NAMELIST

NAP FILE ON TEHP FILE 2Z

YOU HAVE CREATED TEHP FILE ZZ

NASA OUTPUT ON FILE CODES 3/o31,AHD 32 &

18
ORIGINAL F,,,.._:. T:

OF POOR QU_:.ki_"

3001 P-COMPRESSOR FLOW VS. R. SPEED. AND ANGL

ANGL 2 0.0 90.000

SPED 12 O. 100 0.200 0.300 0.400

SPED 12 0,800 0,900 1.000 ]. iO0

R 1.000 1.200 1.400 1 600

R 2.400 2.600 2.800 3.000

FLOW 2.4243 2.9874 3.5304 4.0500

FLOW 5.4605 5.4605 5.4605 5.4605

FLOW 6,9268 ?,5854 8.2244 8.8427

FLOW 10.9181 10.9181 10.9181 t0.9181

FLOW 12.4354 13.1153 13.7702 14.3993

FLOW

FLOW

FLOW

FLOW

t6.6431 17.1334 17.1476 17.1476

17.8595 18.6732 19.4455 20.1754

22.6609 23.1725 23.5855 23.5855

24.1855 25.2298 26.1979 27.0890

FLOW 29.8818

FLOW 33.6833

FLOW 38.7389

FLOW 47.3011

FLOW 51.3595

FLOW 68.6262

FLOW 72.5280

FLOW 107.5632

FLOW

FLOW

FLOW

FLOW

113.1608

152.8882

155.4298

162.7337

FLOW 163.3034

FLOW 1683818

FLOW t68 4215

SPED 0.100

%PFO 0 800 0.900

30,3903 30.8255 30.9835

34,6643 35.5577 36.3640

39.1283 39.4404 39.6777

48.1558 48.9154 49.5821 50.1577

51.5938 51.7498 51.8306

69.5158 70.2900 70.9513 7t 5025

72.6721 72.7235 72.7238

108.9274 110.0945 11.0690

113,2641 113,2660 13.2660

153.4332 153.9158 t54.3369

155.5605 155,6367 155.6595

162.8315 162.9242 163.0103

163 3629- i63_4373-']63-.4664

168.3885 1683941 168.4001

168.4262 1684304 t68 4345

0.200 0.300 0400

11850 iido

1.400 1 600

2.800 3.000

69201 7.4065

16 2153 16.6501

18.9455 19.2401

25 4121 25..5766

26.4933 26.6343

36,0294 36.3775

38,0403 38.2483

47.2493 47.5667

48.9494 49.0964

60.3728 60.6669

61.8518 61.9570

77.0834 77.4080

R 1.000 1.200

P 2.400 2.600

FLOW 5.9010 6.417.9

FLOW 15.3025 15 7660

FLOW 18 2410 186010

FLOW 25 0730 25.2443

- _L_ ...... _g---Y6_- " _6.548_

FLOW 35 2710 356607

FLOW 37 5658 37.8129

FLOW 46 5366 46.9060

FLOW ...... _-585E "-48._794

FLOW 59 6975 60.0498

FLOW 6t 5645 61 7212

FLOW 76 3187 76 7204

FLOW

FLOW

FLOW

FLOW

78

9?

100

125

129

152

155

162

3404

4995

1504

6839

3362

9693

4207

7337

98 0523 98 5455 98.9795

100 3072 100 4128 100 4677

126 5036 127 2202 27 8359

129 4829 129 5431 29 545t

153 4906

155 5515

162 8315

168 3817 168 3885

168 4215 168 4262

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

EOT

111.8568

154.6778

163.0921

168.4058

0 500

t 20_

I 800

7 8761

_7 0"03

25 7378

36 7050

47.8588

60 9329

776Q57

99.3559

1283531

0.500 0,600 0.700

1200

1.800 2.000 2.200

4.5433 5 0076 5 4409

9.4389 I0 0118 10 5604

15.0017 15 5768 16 1241

20 8693 21 5058 22 1_53

27.9027 29 2984

37 0838 38 269_

51 0438

72 2876

112 8965

155 24_4

163 2384

I_8 4162

0 7 _C

2 200

£ 762,_

17965Q

260500

37 2_97

48 3680

61381_

78 16_2

99 9403

1291008

155 237_

183 27R4

28 6390

37 7187

50.6441

71.9469

112.4642

154.9999

163.1680

,684113

0 600

2000

8.3284

17 4755

258956

370'23

48.1257

6_.1710

779466

796760

128.7742

153 9540 54 3589 154 7070 1549999

155 6309 55 6596

162 9242 63 0103 163.0921 163 1680

145_ i_-_ - %3_6_4

168 9Q41 68.4000 168 4_9 _ A_IP

168 4304 68.4345

19
ORIGINAL PAGE ;,_

OF POOR QUALI'I'_

3002

ANGL

SPED

SPED

R

R

EFF

EFF

EFF

EFF

P-COMPRESSOR EFF VS. R, SPEED. AND ANGL

O. O 90 OOO

O. I00 0.2OO O. 300 0-400

o.8oo b-_65 .... i656- 7 7{06

i.O00 1.200 i 400 1.600

2.400 2.600 2 800 3.000

......... 0_:8597 2._8_364 ..0:9_039 _ .0.7992

0.0 0.0 0.0 0.0 --

0.8086 0 8037 0.7972 0.7797

0.0 0.0 0.0 0.0

LEF._.._F .......... 0.7976 0.7897 0.7769 0.7573

EFF 0.4126 0.0256 '0[0 --- 6.0

EFF 0.7942 0,7857 0,7734 0.7559

EFF 0.5221 0.3161 0.0 0.0

....... "........... ...... ........ L .... 46,5

EFF 0 7900 0 7842 0.7763 0,7657

EFF 0 6544 0.5759 0,4606 0.2952

.EF[ ..... 0 7992 0.7953 0.7900 0.7831

EFF 0 7163 0.6721 0.6107- 0_ '

EFF 0 8286 0.8276 0.8255 0.8222

EFF 0.7789 0.7463 0.7012 0.6418

._[F _ 0.8528 0,8590 0.8632 0.8654

EFF 0.8519 0.8532 0.8538 0.8536

EFF

EFF

0.8347 0.8171 0.7929 0.7617

0.8088 0.8084 0.8077 0.8067

EFF 0.7955 0.7878 0_7776 .... 0"764_

EFF 0.7587 0.7578 0.7569 0.7558

EFF 0.7494 0.7462 0 7423 0.7377

SPED 12 O, 100 0.200 0,300 0.400

"g_F-_ ..... _igO-_.... 5.-_66" _ 0-66"" " i'-"i6_

R 1 1.000 I 200 1.400 1 600

P 1 2.400 2 600 2.800 3.000

_[[__.! .... 0.8038 0.8030 0.7954 0 777

Err 1 0.0 - - 0.0 .... 678 " " 65

EFF 1 07807

EFF I 0.5692

EFF I 0.7411

ErF I 0.7706

EFF 1 0,7032

EFF 1 0.7845

EFF _ ...... 0.7372

EFF 1 0,8053

EF_ 1 0.7726

EFF 1 0.8350

_F_--? ..... o.8_o7

0.7703

0.4509

0 7353

o_

0.7648

0.6805

0.7804

0 7212

0.8026

07607

08337

0.7989

0,8576 0.8582

0.8367 0.8193

0.8611 0.8639

EFF

EFF

EFP

EFF

EFF

EFF

EFF

EFF

EFF

EFF

EOT

I

I

1

1

t

1

I

1

1

0 8383

0 8522

0 8355

0 8088

0 7955

0 7587

0.7494

0.7569 0 7396

0.2651 0 0

0.7291 0.7225

6.-ggOg o.g43a

0.7583 0.7508

0.6518 0.6159

.O.ZZ_ .... 9=ZZO5

0.7010 0 676_

0.7995 0.7960

0.7457 07272

.... _:_0____ 9._78

0 7832 0.7636

0.8581 0.8573

0.7953 0.7645

_. 0.8656 0.8661

0.8099 0.7699 .... 0.-7i78

0.8533 0.8538 0.8536

O.8189 0.7960 0,7665

0.8084 0.8077 0.8067

0.7878 0.7776 0.7649-

0.7578 0.7569 0.7558

0.7462 0.7423 0.7377

0500

20a

1 _(_

0 76R2

0 7435

0 7280

0 7315

074_

07519

07742

0 9tvv

08_52

08527

0.8054

o 7547

0 500

1206

1 800

0 74 _0

0 7172

0 7_53

07423

0 7646

0 ?q20

0 8272

08558

0.8655

0 8527

08054

07547

0600

2 0_0

0.6713

06713

0 6840

0 6974

0.7136

0.7342

0.7635

0 8(16

0.8626

0 8510

0.8037

07534

0.600

2 000

0 67_3

0 6884

0 7075

07328

07580

0 7875

08241

0.8535

0.8635

0.85_0

0.8037

0.7534

0 70r-I

P 200

0 0886

0 4499

0 597<

0 637,

0 6647

0705_

0.7460

0 90<'2

0 8489

0 8450

08008

0 751_

0 _0(;

? 2Qc

0 4691

0 643:

0 7204

07494

0 7R_S

8_9'

O 8,18C_

0 8560

0 _4&,

08008

0 75_8

2O
,t_--V  ̧, ..,,. ORIGINAL F=:.,._.,__:._

OF POOR Q:_ALFi'Y

3003

ANGL

SPED

P-COMPRESSOR PR VS R, SPEED. AND ANGL

SPED

R

R

PR

PI_ 11

PR 11

PR 11

PR 11

2 O0 90.000

12 0.100 0,200 0.300 0.400

0.900 1.000 1.100

1.200 1.400 1.600

2,600 2.800 3,000

0480 .0384 ,0305

0000 .0000 0000

1431 215 .0991

0000 0000 .0000

2637 2309 . 1977

12 0.800

11 1.000

11 2.400

11 0578

0000

1650

0000

2962

0505

5356

1387

9816

2972

6731

7121

7448

4670

4863

7868

9 1205

11 13 6119

11 11 0268

11 14'6504

PR 11 0023

PR 11 4807

PR 11 0672

PR 11 8846

1780

5349

5493

5620

- -- 54-_

2552

4657

8 8537

13 3192

10.3644

14.3973

PR 11

PR 11

PR 11

PR 11

--6-_..... iq....

PR 11

PR 11

PR 11

PR

PR

PR

0000 .0000

4259 .3711

0000 .0000

7883 .6930

0527 .0000

3984 2.2637

3794 1.2064

3 3810 3.2023

2 0207

5 0232

3. 218

8.5563

13.0106

9.6063

14.1379

1.7870

4 7910

2 7637

8 2309

5655

12 6872

8 7719

13 8726

PR 11

PR 11

PR 11

SPED 12

SPED 12

R 11

R 11

• PR 11

PR 11

PR 11

PR 11

PR 11

_ -_ - _

PI_ 11

P_ 1t

PR 11

PR 11

PR 11

PR 11

PR 11

PR 11

PR 11

PR 11

PR 11

PR 11

PR ti

PR 11

PR 11

12.6453

15.2538

13.9080

0.100

0.800 0.900

1.000 1.200

2.400 2.600

1 1080 1 0947

I 0000 1 0000

1 3006 1 2740

t 1066 1 0724

1 4875 1 4698

i -_ _--_-- _ _4_

2 2703 2 2060

1 8222 I 7508

3.1211 3.0303

2.4880

4 1121

3 3312

5 4241

4 4172

7 3013

5 8782

10 4205

15.0727 14.8897 14 7050

13.6640 13.3993 13,1150

0.200 0,300 0.400

_6o-6 ..... _.-i6_

.400 1.600

2,800 3.000

0807 1.0663

0000 1.0000

2473 1.2205

0355 1.0000

4522 1.4346

3253 1.3053

2 1421 2.0788

I 6764 15993

2 9402 2.8509

8.0516

13.5715

11.0611

14.6504

PR 11 12.6453

PR 11 15.2538

PR 11 13.9080

EOT

2.3864 2 2802 2,170!

4.0014 3 8911 3.7814

3.2028 3.0677 2.9267

5 2863 5.1479 5.0091

4 2359

7 1247

5 5626

10 1680

7 3984

13 2850

10 4246

14 3973

4.0405 3.8329

6.9431 6.7568

5.2088 4.8237

9.8971 9.6091

-_i_6" _.Sa_

12.9837 126685

9.6964 8.8939

14,1379 13.8726

14.8897 14.7050

13.3993 13r1150

12 2183

150727

13.6640

0500 0.600 0.700

1 200

1 800 2.000 2.200

1.0220 1.0128 1 0009

1 0759 1.0519 1 0238

1,1641 1.1303 1.0933

13165 1.2622 1.2041

1.5988 15061 14075

2.1312 2.0012 I 864_

3,0260 2.8527 2,6697

4 5592 4.3284 4 0T69

7 8801 7 5072 7 01_5

12.3500 12.0000 1_ 576r

13.6018 13.3257 13.0157

14,5187 14.3307 14 1305

0.500 0.600 0.700

i._6o1.800 2.000 2.200

1,0513 1.0357 1.0175

1.1936 1.1667 11381

1.4171 1.3997 _.3819

2.0_60 1.9539 1 9900

2.7623 2.6746 25843

3.6725 35642 34519

4.8702 4.7311 4.5828

6.5663 6.3720 6149£

9.3052 8.9870 8,5879

12.3402 120000 11 5904

13.6018 13.3257 13.0_57

145187 14 33_7 14.130_

21
OR|G_/'tL P_-"=_ ;_

OF POOR QUALITY

PARAMETRIC FAN,BOOSTER,AND COMPRESSOR GENERATOR

VARIABLE NAMES USED IN NAHELIST INPUT

NAME DESCRIPTION

|TYPE COMP TYPE:IoFAN,2-BOOSTER,3-COMPRESSOR

DESIGN POINT VALUE OF=

PRDSGN PRESSURE RATIO

FL_DGN CORRECTED FLOW

II,K_,DGN CORRECTED FLOV PER UNIT ANNULUS AREA

ETADGN EFFICIENCY

UTRD CORRECTED FIRST STAGE ROTOR TIP SPEED

STMRGN CONSTANT SPEED STALL MARGIN

Nm NO OF R VALUES

AR ARRAY OF R VALUES

NSPDS NO OF CORRECTED SPEEDS

APCNC ARRAY OF CORRECTED SPEEDS

NANEL|ST INPUT

ITYPEe 3

PRDSGN- |2.ENBEWE, FLWDGNt |S§.EB#DWE

WOADGN- 4E.DEBBB#, ETADGN" #.851BB#

UTRD m lll#.JlJlll, STMRGNm 16,IIIRI8

NSPDS = IZ.

APCNC (|)=

I #.IEBIBB, 1.2BEBfl. 1.318111,

S 1.SOLE11, E.6m1111, J.711111.

9 1.911118, I.!lEIEI, |.IIEEEE,

L3 i.3miillo 1.31Si!i, 1.318J!1,

NR - IS,

AR IllI 1.111111, 1.211111, 1.411111,

S i.811BII, 2.11+111, 2.211111.

9 Z.611111, Z.811Bml, 3.111811,

L3 3.211111. 3.218188, 3.211111,

END NAMELIST

ENTER CHANGES TO NAHELtST INPUT

=SINPUT ITYPEuZ,PRDSGNu2.IS,FLWDGN-Z08.S,WGADGN-33.7,

,ETAOGN-.BII,UTRD-B69.7,STMRGN-14.34.

=NSPDS/APCNC-.359..SZR.,G61,.791,,DB,.gG2.1.1,1.128.I.L44S

HANELIST INPUT

ITYPE- Z

PRDSGN- 2.451BI!, FLWDGNe 2BR.51111#

WOADGN= 33.711111, ETADGN e 1.8441QI

UTRD = 869.699997, STNRGN" |4.341111

NSPDS - 9.

APCNC (|)a

I 1.359111. !.$Z8111, 1.6611E!,

S 1.0SliEr, 1.9S21Rg, I.EIREil,

9 1.14411'N, 1.111111, 1.111111,

13 1.318111. 1.311111, 1.311111,

MR - II,

AR Ill-

| I.llllll, |.Zlllll, 1.411111,

1.41ll#l,

#.DIlIII,

1.ZllEl#,

].611111.

2.4814RJ.

3.211111,

1.791111,

1.12811J,

l.ZlliJi,

].611111,

22
S 1.8J_gBi, 2.JJgiEE,

|3 3.2DJJBJ. 3.Z84E_J,

END NAHEL[ST

MAP FILE ON TEHP FILE 2Z

YOU HAVE CREATED TEHP FILE

nASA OUTPUT ON FILE CODES 3B,31,AHD 32

2.2B_SJI,

3.Jm_BSS,

3.ZSESJS,

22

&

2.4EEJ_,

3.ZJB84Jo

23
oRIGINAL PA:_-

OF poOR Q UALF{_!

2OO1 P-BOOSTEI_ FLOW VS. R, SPEED. AND ANGL

ANGL I O. O

SPED 9 O.359 ...... _O.:._528 O.66_.I _ _ O.791 O.880

SPED 9 I.O28 I, 144

R 1 1 .000 1. 200 1. 400 1. 600 1 800

R 2. 400 2. 600 2. 800 3. 000

FLOW 69.3296 74 5637 ?9.6694 84.6391 89.4656

-F L--OW ......... "--10"-3.0"_2-65"- I0"7 -2229 ii I. 2497 i i,_ .6824

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

FLOW

EOT

0952 1000

2 000 2 200

94.1431 98.6653

111.3183 117

149 1636 153

148 4324 155

186 2159 189

189 8559 198

223 2093 223

224 2483 231

251 8331 251

257 2646 261

7914 123.9229 129.7021 135.1212 140.1741 144.8552

0977 156.6591 159.8508

7878 162.4920 t68.5404 173 9307 178.6670 182 7580

0569 191.3010 192.97{3 ....

0533 205.0578 210,8891 215.5753 219. 1571 22t 6R29

7980 223.8097 223.8097

3824 237.3943 242.3121 246. _686 249 0090 250 879C,

?246 265.49?3 268.6003 271 0571 272.8899 2_4 122£

274.7837 274.9211 274.9211 274.9211

279.0522 281.6934 283.9485 285 8279 287.3408 288,4990 289 311£

289.7942 289.9558 289.9561 289 9561

287.3101 289.1123 290.6746 292 0032 293 101G 293 9771 294 6_43

295,0789 295.3181 295.3667 295 3667

311.8733 312.0000 312.1238 312 2412 312 3530 312.4617 312.563 ?

312.6604 312,7522 3i2.8386 _12-§202

24
2002

ANGL 1

SPED 9

P-BOOSTER EFF VS R.

O.0

O. 359 O. 528

SPED 9

R I

EFF I

Err

EFF 1

EFF I

-_F_- --i- --

EFF I

EFF 1

EFF 1

-_--i ....

EFF I

EFF 1

EFF I

EFF I

EFF I

EFF 1

EFF I

E--¥ F-- I

EDT

1.O28 1.144

1.000 t.200

2.400 2600

0.7584 07770

07862 08037

0.7153 0.6009

0.7948 O.8151

O.7381 0.6233

0.7866 O.8126

0.7407 O.6108

0.8067 0.8266

- b.fiT?_ ...... 6._ i_

0.8303 0.8403

0.8095 0.7681

0.8397 0.8442

- 5._ ....... 5";_5 i

0.8399 0.8419

0.8243 0.8112

0.8223 0.8219

0.8188 0.8182

SPEED. AND ANGL

0.661 0791 0880

I 400 I_600 1 £00

2.800 3 000

0 7900 07963 0 794Q

65661 - 0 o

0 8162 0 822£ q o_.2(,

0.4217 01514

0.8302 0.8392 0.8408

0.8328 0.8460 0.8506

0,4056 0 0969

O.8417 0.8512 0 85,12

0.5626 0.3792

0.8474 0 8513 0 R515

0.7091 0.6299

0 8470 0.8481 09471

0.7719 07340

0.8429 0.8426 0 8412

0.7938 07716

o.8215 o.821o 0.8205

0952

2.0h_

'3 .....

0 8331

0 £496

_ 847_

0 8440

O 838£

0 8200

2 20 _'

['! ? ,1 _'1

0 8,q ': 3

("t R ' ,14

0 £2 ":_

0 83F,4

,", £ 3 .'.'.'.- ,-

0 8334

0 8t95

25
ORIGINAL PAGE IS

OF POOR QUALITY

2003

ANGL I

SPED 9

SPED 9

R I

R I

PR I

PR I

PR I

PP I

pP....... I ] 2B60 -'- ] 2"_5

P-BOOSTER PR VS. R. SPEED, AND ANGL

O.0

0.369 0.528 0.661 0.791

1 .028 1. 144

1. 000 1. 200 1. 400 1 600

2. 400 2. 600 2. 800 3. 000

1.1370 1.1316 1.1248 1.1168

1.o67o -- 3_Sag_,- Y_- -- i-.6b%6

I 3t69 1.3042 1.2888 1.2708

1 1647 1 1234 1.0762 1 0237

1 5447 1 5245 1 .4992 1 .4689

i i_4 , 16a46

PR t

pe 1

PR 1

PP 1

PR 1

6_, - i

PR 1

PR t

--6_-- qEOT

1 8882 1 8616

1 4615 I 3340

1 7129 1 5718

2 5106 2 4677

2 0386 1 9207

2 7096 2 6663

27840 2.7435

2 4360 2 3655

3.0007 2.9912

-2.9331 ...... 2.9229

1 8242 ,7765

1 1913 1.0386

2 1277 20708

1 4141 1.2452

2 4172 2.3595

1 7890 16462

2 6185 2.5664

2 i]_9 " 200J6

2 7003 2 6544

2 2885 22055

2 9817 2.9722

2.9126 2.902i

0.88©

I PO0

11074

12503

1 4339

l 7'QI

2 OOOa

22950

2 510t

2 6_60

2q625

0.952

2000

1.0968

t.2273

3946

, 652"

1 9274

2 2241

24500

2 5552

2 9529

1 000

2 200

1.083<

1.1995

346_

5_q'

E327

2 140 _

2 3R1P

p 4QQ.t

2 q4_'

26
7.0 ANALYTICAL BACKGROUND

7.1 COMPRESSOR MAP FITTING SYSTEM

A continuing effort has been conducted by The Aircraft Engine Business

Group to obtain more efficient cycle decks. The effort included a search for ways

to reduce the size of the computer memory required to represent component maps

without compromising the accuracy of the component representations. Meeting both

goals was a challenge, for they seemed to call for contrary design approaches. For

this reason, new types of component map representations were explored. It was found

that maps based on similarity parameters derived from the basic physics of the components produced component maps of equivalent accuracy while requiring less computer

memory. Moreover, the use of map "fits" based upon variables obtained from the physics

of the component resulted in generally smoother maps and a more meaningful extrapolation

to regions not covered by the data. This approach is especially well suited to parametric component representations, for parametric maps can easily occupy a gread deal of

computer memory. Parametric compressor maps, for example, require computer memory for

storage of the base map and the variations from the base map resulting from changes in

the pressure ratio. The larger the range of pressure ratio, the more memory required.

Add a second parameter, such as fan inlet guide vane angle, and memory requirements

multiply rapidly.

Most of the parametric fan/compressor generating programs currently employedd by

AEBG are based on the map fitting procedure to fit fan and compressor performance maps

prior to their inclusion in a cycle deck. For this reason, a description of the map

fitting procedure currently being used is necessary in order to gain an understanding

of the parameteric fan/compressor generating programs.

2?
In the following secions a brief description of the mapfitting procedure

will be given. The section also contains sufficient componentperformance background information for the reader to gain an understanding of the similarity

parameters employed in the maprepresentation. The relationships required to define a mapin the mapfitting system are the specification of flow coefficient,

work coefficient, and loss alon= the minimumloss locus which forms the "backbone"

of the map; and the loss and flow variations along the speed lines.

7. I. i DESCRIPTION OF Cb_REN-f COMPRESSOR MAP FITTING PROCEDUP£

A typical compressor performance map is shown in Figure I. Corrected air

flow is the abscissa, and total-to-total pressure ratio is the ordinate, lines of

constant corrected speed and constant efficiency contours are plotted. In addition

to the map performance parameters, design point values of first stage rotor tip

speed ('%_Tip, ft/sec) and inlet specific flow (Wcorr/A, Ibm/sec/ft 2) are required

in order to fit the map.

Some additional parameters used in the fitting procedure are defined from

the entropy-enthalpy diagram of a compressor stage. These parameters are shown in

Figure 6.

7.1.2 GENERAL BACKGROL_D

The compressor stage characteristic serves as the basis for the map fitting

procedure. An analytical expression for the stage characteristic of a constant-pitch,

axial-flow compressor can be obtained by using the steady flow energy and angular

momentum equations, together with a number of relationships from the pitch line

vector diagram. In deriving this equation, it is assumed that the pitch line flow

angle at rotor and stator exit are In-variant and that the axial velocity ratio

across the rotor is constant.

The stage characteristic for a single-stage compressor with the above

assumptions can be written in the form -

= 2 - 2¢ (tan a I + Cz2/Czl tan _2 )

(i)

28
The equation is a straight line (4 vs. _ Plot) passing through the point

(* = 2,0 = 0).

A typical low speed compressor stage characteristic is shown in Figure 7.

In practice, it is found that in the neighborhood of the peak efficiency changes

in the absolute air inlet angle and the relative air-outlet angle are small. They

can, however, change considerably at extreme operationg conditions. The key point

is that in the high efficiency region change in the stage characteristic is

nearly linear.

A loss parameter as defined by the difference between the values of the

work coefficient and the pressure coefficient is introduced as illustrated in

figure 8. Figure 8-A shows an idealized stage characteristic. In Figure 8-B the

variation in efficiency with flow coefficient has been shown. Note that the

efficiency is zero at unity pressure ratio and has a singularity at the _ = 0

point. This behavior makes the efficiency an inconvenient measure of performance

in the neighborhood of zero work. If this behavior is contrasted with that of the

loss as shown in Figure 8-C, the reasoning for the use of loss becomes evident.

The loss is always positive, finite, and exhibits a minimum value. The map fitting

procedure is built around the stage characteristic and the attendant concept of

loss. The min-loss point is defined as the "backbone" point on the characteristic.

29
ORIGINAL PAGE tS

OF POOR QUALITY

Z

>-

,.,.I

,,,..

I-.

w

-J

I..-

I--

P2

o,

ENTROPY, S

LET: C = AXIAL VELOCITY COMPONENT AT ROTOR

z I

v = WHEEL SPEED

NLET

DEFINE: I. WORK COEFFICIENT, _ = LH/(v2/29o J)

2. PRESSURE COEFFICIENT, _I = LHl/(v2/2goJ)

3. FLOW COEFFICIENT, ¢ = C

4. EFFICIENCY, EFF = _1/':

,

/v

z 1

LOSS, XLS = (_H - gHi)/(v2/2go J) = _# - _"I

Since _ = _-- and Loss = _ - _'

Then Loss = _(i - n) or n = i

Loss

Figure 6. Dimensionless Compressor Performance Parameters.

30
OF i,

•"_;

.w

Z

e.,.) _

_0

f._ -*s

4_

2.0

1.8

1.6

,.." 1.4

1.2

1.O

.8

.6

.4

\

\

\

\

\

STALLED

REGION

\

MINIMUM

LOSS PT

.2

• 7 .8 .9 I.0

-.4

-.6

100

8O

> - 60

w I

E: 40

2O

I I I I

.4 .5 .6 .7

FLOW COEFFICIENT, ¢

CHOKE

LIMIT

[ I I

.8 .9 I.0

Figure 7. Compressor Stage Characteristic.

31
ORIGINAL PAGE _

OF POOR QUALiI'r3f

7.1.3 COMPRESSOR EFFICIENCY REPRESENTATION

The efficiency representation of the compressor is illustrated by the three

sketches shown in Figure 9. For each map speed a plot of less (_-$i) against work

coefficient is constructed. Figure 9-A illustrates this type of plot. The values

of work coefficient at min-loss (_4L) and loss at mln-loss (_-_I)ML are picked off

the curves for each value of speed. The locus of the min-loss points form the

"backbone" of the map. The variation of _ML and (_-_I)ML are then plotted against

speed as illustrated in Figure 9-B. The "off-backbone" loss is represented by a

plot of the difference between the loss and the min-loss value at a given speed

against the difference between the work coefficient and the min-loss werk coefficient squared.

The sign of the work coefficient difference is used to plot the two branches

of the bi-variate loss representation. When plotted in this fashion the loss

correlation is nearly linear over a relatively wide range of work coefficient.

However, breaks can occur in the neighborhood of positive stall and/or choking.

These three curves, two univariate and one bi-variate are sufficient to

define the compressor efficiency. Since the three curves are fairly linear, a

table look up is employed to obtain efficiency values in a cycle deck.

7.1.4 COMi=RESSOR FLOW REPRES___ZNTATION

The flow representation begins by calculating the values of the flow coefficient

at min-loss. Since the min-loss points on the map are known from the loss calculation,

the flow at each min-loss point is known. The value of the inlet flow coefficient is

then obtained from the flow-functlon Mach number relationship, i.e.,

(I) Annl LML = Annl Design (Wcorr Design

(2) .corrl.nnl PTstdATstdCOSe I =Czl AT1 cos_I1E1-r-IIC 

T ,1

1

r-I

Cos112 Cos_ 1 : O

AT 1 = _rRggoT 1

32
2.0

_,=.

;__ I.o

"_ 0.0

-I .0

.- 1.o

.=.

E o

t_d

1.0

• .o'x,

_

A STAGE CNAIU_C'I"I[RISTIC

PO.P - 1.0 .IS _=0

TO - e

B EFFICIENCY CHARACTERISTIC

J

...._f

!

t_

LOSS-MIN LOSS

o .5 1 1.o

FLOW COEFF.

C LOSS CHARACTERISTIC

Figure 8. Compressor Loss Representation.

33
0

ORIGIr'IAL _,_.,:r. :"_''":C_ _o,.,,

OF POOR QUALITY /

PCNC ,,, A CONSTANT/

/

MIN-LOSS /

L_ LOSS - LOSS MIN-LOSSAT

0 I .0 2.0

WORK COEFFICIENT, 'D

A. VARIATION OF LOSS WITH WORK COEFF.

--,I

=.-_>-

,.=._

O ""

"BACKBONE CURVES"

_ *ML_

0 1.0

PCNC

B. VARIATION OF MIN-LOSS

WORK COEFF. AND LOSS

3

PCNC = A CONSTANT

,-- BREAK

!

-I .0 0.0 +l .0

(*"_ML)*I(*-*HL)i

C. LOSS FUNCTION VARIATION

Figure 9. Stage Efficiency and Loss Characteristics.

34
m

z:

"BACKBONE CURVE"

0.0

I

PCNC 1.0

A. VARIATION OF MIN-LOSS FLOW COEFFICIENT

1.0

-_ML

" A CONSTANT

0.0 (2-_ML)

GH- _p-v_L

B. MACH NUMBER VARIATION

Figure 10. Compressor Flow Representation.

35
(3) V/AT] = PCNC (v/ATst d) Design

; v'ATl I ;Czl/v /

A curve of min-loss flow coefficient as a function of speed as sho%_ in

Figure IO-A is then constructed. This unlvariate curve defines the flow along the

"backbone" of the map.

The "off-backbone" flow is then obtained in the following manner. Consider

the speed line sketch of Figure i.

If we assume a pseudo Mach number somewhere in the machine of one at the

maximum flow point, then a pseudo critical area can be calculated. If this pseudo

area is assumed to remain constant along a speed line, a pseudo-Mach number can be

defined at each point on the speed line as follows:

Wcorr Wcorr max -- _

The Mach number is then plotted at each speed against (_-C:ML) as illustrated by

Figure 10-B.

These two curves, one univariate and one 5i-variate are sufficient to define

the flow. As with the efficiency representation, these curves are fairly linear and

a table look up is employed in the cycle deck evaluation.

7.1.5 COMPRESSOR BASE CLrR%_S

These five curves, three univariate and two bi-variate are sufficient to

define the performance map. These curves are part of the output from the O_GEN

program, and are written on File 22. They constitute an alternate map representation.

36
rj

PQP

PCNC - A CONSTANT

wco_s/(WCORR) MAX

Figure ii. Speed Line Sketch.

37
7.2 DISCUSSION OF THE DERIVATION OF THE PARAMETRIC CURVE SETS

The activities of Preliminary Design organizations require the capability

to rapidly generate a wide variety of fan and compressor maps for use in cycle

analysis. The semi-empirical method adopted for the systematic generation of required maps is the subject of this section.

The approach adapted was to utilize, as directly as possible, the parameters

that AEBG currently uses to fit performance caps. These required inputs to

create a map are the specification of flow coefficient, work coefficient and loss

along the minimum loss "BACKBONE" and the loss variation and flow variation along

the speed lines.

Speed-flow relations have been of interest and the subject of much study

over the years. Use of these relations and correlations from various compressor

tests results in the flow coefficient-speed shown in Figure 12 with pressure ratio

as the independent parameter. The speed-flow implied by Figure 12 for a design

specific flow of 40 ibm/sec/ft 2 is shown in Figure 2. At a given flow coefficient

ratio the percent flow depends upon the level of design Mach number and in this

manner the speed-flow relation is dependent upon the design level of inlet specific

flow, as it should be. This is illustrated in Figure 13, for a pressure ratio 12

design.

Work coefficient-speed relations are not convenient. Work coefficient-flow

coefficient relations are more commonly used and in the early work on the method

this type relation was employed. The work coefficient-speed relation was derived

from the work coefficient-flow coefficient relation and the flow coefficient-speed

relation. Later considerations, particularly hi T2 stator schedules, favored a

somewhat different approach. This approach was to employ the use of a throttle

coefficient, as a function of flow and design pressure ratio. Throttle coefficient,

can be explained as follows: consider a compressor component operating with an

atmospheric inlet and an isentropic discharge nozzle which expands back to ambient.

The variation of the nozzle throat area required to maintain the compressor on its

minimum loss line, relative to the nozzle throat area at design condition, is the

throttle coefficient. The throttle coefficient employed is shown in Figure 14. A

linear interpolation is used at intermediate pressure ratio. The work coefficient38
speed relations is then derived from the throttle coefficient-flow relation

and the flow coefficient-speed relation.

The minimumloss-speed relations are again not convenient. In their place

an efficiency ratio flow relation is used. The efficiency ratio is the ratio of

efficiency to peak efficiency. This is shownin Figure 15. Also employedis the

design point efficiency-pressure ratio relation shownin Figure 16. This completed the definition of the mapalong the minimumloss line. The loss variation

and pseudo-Machnumbervariation, related to flow, along the speed lines are

observed to be linear in nature. Advantageis taken of this linearity to specify

these variations as slopes and intercepts. In the case of the loss variation,

the curves go through the origin by definition which automatically give the intercept. The slope of the loss variation is shown in Figure 17. On the stall side of

the compressormapthe Figure 17 loss slope is divided by the minimumloss work

coefficient at design point. The slope and intercept of the pseudo-Machnumber

relation is shownin Figures 18 and 19, respectively. The loss and pseudo-Mach

numbervariations which result for a typical pressure ratio are shownin Figures

20 and 21, respectively.

For high T2 stator schedules a modification is madeto the flow coefficientspeed according to Figure 22. A 45° line on Figure 22 results in the hi T2 schedule

being identical to the low T2 schedule. A linear interpolation between these two

lines is available, so that intermediate stator schedules can be generated. All

other input remains unchanged. In this mannerthe minimumloss line on the mapis

independent of stator schedule, as are the efficiency characteristics, since both

of these are functions of flow only. The flow-speed relation for the high T2 stator

schedule in shownin Figure 23.

A typical mapwhich results from this procedure but for the low T2 schedule

was presented in Figure I.

39
ORIGINAL PAGE 19

OF POOR QUALITY

c

1.0

0.8

0.6

0.4

0.2

0.0

2.

0 20 CO 60 80 i00

Percent Corrected Speed

120

Figure 12. Normalized Flow Coefficient Variation with speed and Pressure

Ratio.

4O
ORIGINAL PAGE |9

OF POOR QUALITY

,-,I

O

.<

.._

o3

C

.=.=_

"O

I

O

G

e_

0

C

e,

0

k_

k_

41
ORIGINAL |_AC_,_ _)

OF POOR QLJALi] _lf

c-q

/

//

O

--.T c_

O

O

E_

O O

0 0

_J

0

]ua!D!7_aoD al]]OILLL aA!_ela N

r_

_D

iJ

=

_D

(J

_J

O

L;

_J

iJ

O

J::

E_

_0

O

,J

E

=E

¢.0

42
0

Or,

oOc :3 C  ̧

L_C

",D

U_ I-. C

P_0

G

"_

",=I

IJCE

*.q) GN0Z

°_=_

C

E_

6Ul_

oC

O0 r.., r_

43
ORIGINAL [:';""_" .....

OF poOR QUALFt'_'(

1

i

I....L........._ " ,

CN

P-..

r j

¢.- ©

t'L

c.,C

eC

*_

>

,g

_A

D

k-

,{oua!3_JJ3 3T_eq_TPV _u!od u_seG

--I" ¢.-%

oC

44
OF _._ ....

n

O

d

d

O

¢",,4

d

d

.,r,,,,4

U

.r'4

O

O

N

E

Q

Z

,.C

0

0

C

>

adolS ssoq

0

CD

45
OF POOR QtJ,:;,_i J,

/

e-4

7

C

r--

tC

O_

C

e_

e,q

C

L_

*.J

0

,--4

E

Z

,=

_E

0

C

t_

e_

>

,-4

tr46
OF F S.:..

i.o

0.8

0.6

2

0.4

0.2

0 20 40 60 80 i00 120

Percent Corrected Speed

Figure 19. Variation of Mach Number Intercept with Speed and

Design Pressure Ratio.

47
ORIGINAL '_"_ _

OF POOR QISAL_'FY

E-,

0

-4 -3 -2 -I 0 1

(Relative Energy} 2

r3

,D

Lo

-o

Figure 20. Bivariant Loss Curves.

48
1.80

1.60

1.40

0.80

0.60

0.40

0.20

-4 -3 -2 -i 0 1 2 4

Relative Energy

q

Figure 21. Bivariant Flow Curves.

49
ORIGINAL PAGE _g

OF POOR QUALITY

E-

.l-i

:=

b

-9-

1.0

0.8

0.6

0.4

,

0.0

0

i/

/

/

/

I

I

I

//

f//

0.2 0.4 0.6 0.8

¢I¢0' Low T2

1.0

Figure 22. Flow Variation for High T2 Schedule.

50
II

m_

_q

k_

_,.

0

II

<

£',,I

0_

C

0

,r':

0

0

-j

£,J

_)

0

.i_I

o'J

1

0

E

0

0 O 0

51
LIST OF S_OLS

P

C.

"F

Speed of Sound at Stagnation Temp. fps

Inlet Annulus Area, ft 2

Pressure, psia

Velocity, fps

Temperature, o C

Wheel Speed, fps

Corrected flow, pps.

I

Stator exit anEle

Rotor relative angle

Change in total enthalpy, ,_-..//__

Density, Ibm/ft 3

Work Coefficient _ _-_- A_'/_''_7.:

Flow Coefficient _ = /-f

Subscripts

1

2

Design

ML

Std.

Rotor inlet

Rotor exit

Design Point

N/n-loss point

Refers to standard dan conditions

52
REFERENCES

io Fishbach, Laurence H., and Caddy, Michael J., "NNEP: The Navy-NASA

Engine Program," NASA TM X-71857, 1975.

, Fishbach, Laurence H., "Konfig and Rekonfig - Two Interactive Preprocessing Programs to the NAVY/NASA Engine Program (NNEP),"

NASA TMX-82636, May 1981.

53
DISTRIBUTION LIST - FINAL REPORTS - NAS3-23055

NASA Lewis Research Center

21DO0 Brookpark Road

Cleveland, OH 44135

Attn:

Report Control Office

Library

M. 3. Hartmann

L. W. Schopen

H. Mark

D. N. Bowd_tch

D. L. Nored

L. D. Nichols

C. L. Ball

L. E. Macloce

H. E. Rohllk

L. H. Fishbach

Mal I Stop

60-I

60-3

3-7

500-305

501-12

86-I

301-2

60-2

60-5

6-8

6-10

501-10

NASA Scientific and Technical Information Facll_ty

P.O. Box 875

Balttmore/Washlngton International A_rport, MD 21240

Attn: Access_oning Department

No. of Copies

l

3

l

l

l

l

l

l

2

l

2

25

25

54
DISTRIBUTIONLIST (CONT'D)

One copy each to the following.

Mr. E. G. Blevlns

AFWAL/POTA

Wrlght-Patterson AFB, OH 45433

Ms. Bobbye Ross

AIResearch Manufacturing

Company of Arizona

P.O. Box 5217

Phoenix, AZ 85010

Mr. Len Levlne

AVCO-Lycomlng Division

550 South Main Street

Stratford, CT 06497

Mr. Oushyant R. Arab

Senior Engineer

Propulsion - R&D

Beech Aircraft Corporation

Wichita, KS 67201

Mr. Erol Onat

The Boeing Company

.P.O. Box 3999

Seattle, WA g8124

Mr. Paul W. Reisdorf

Technical Center

Caterpillar Tractor Co.

lO0 N. E. Adams Street

Peoria, IL 61629

Mr. Gerald W. White

Senior Propulsion Systems Analyst

Office of Scientific and Weapons Research

Central Intelligence Agency

Washington, DC 20505

Mr. Richard A. Sulkoske

Supervisor - Preliminary Design

Detroit Diesel Allison

P.O. Box 894

Indianapolis, IN 46206

Mr. Helner O. Becker

Project Manager

Engineering Systems

Dresser Industries, Inc.

Dresser Computer Services Division

P.O. Box 796369

Dallas, TX 75379

Mr. M. A. Romano

AdvanGed Products

Fairchild Republic Company

Farmlngdale LI, NY I1735

Mr. Lynn Marksberry

Fluldyne

5900 Olson Memorial Highway

Minneapolis, MN 55422

FTD/SDNP

Attn: M. A. Pennuccl

Wrlght-Patterson AFB, OH 45433

Ms. Joyce R. Stlnson, Manager

Systems Computations

Building 240G5

General Electric Co.

lO00 Western Avenue

Lynn, MA OlglO

Mr. Ronald E. Feddersen

Mall Stop C42-05

Grumman Aerospace Corporation

Bethpage, NY ll714

Mr. Ivan C. Oelrlch

IDA/STD

1801N. Beauregard Street

Alexandria, VA 22311

Mr. 3. F. Stroud

Lockheed-Callfornla Company

Burbank, CA 91520

Mr. John C. Donohoe

Martin Marietta Aerospace

Mall Point 306

Orlando Division

P.O. Office Box 5837

Orlando, FL 32855 55
Eugene E. Covert, Sc.D.

Professor and Director

Department of Aeronautics and Astronautics

Center for Aerodynamic Studies

Massachusetts Institute of Technology

Cambridge, MA 02139

Dr. Robert T. Taussig

Director of Energy Technology

Mathematical Sciences North West, Inc.

2755 Northup Way

Bellevue, WA 98004

Mr. Donald C. Blngaman

McDonnell Douglas Corporation

271/C9A

P.O. Box 516

St. Louis, MO 63166

NASA Ames Research Center

237-11/Tom Galloway

Moffett Field, CA 94035

National Aeronautics and Space Administration

George C. Marshall Space Flight Center

Attn: PD31-TB-41

Marshall Space Flight Center, AL 35812

NASA Langley Research Center

249/Shelby 3. Morris

Hampton, VA 23665

Mr. Michael Caddy

Code 6052

Naval Air Development Center

Warminster, PA 18974

Mr. Paul Plscopo

Naval Air Propulsion Center

P.O. Box 7176

Trenton, NJ 08628

F. J. O'Brlmskl, Commander

Naval Air Systems Command

AIR-5284C2/JEL

Department of the Navy

Washington, DC 20361

Professor Thomas Houllhan

Code 69 HM

Naval Post Graduate School

Monterey, CA 93940

56

Mr. Andre By

Northern Research and Engineering Company

39 Olympia Avenue

Woburn, MA 01801

Mr. Arlf Dhanidina, 3813/82

Propulsion Research

Northrop Aircraft Division

One Northrop Avenue

Hawthorn, CA 90250

Mr. Douglas Lee, 3828/52

Advanced Propulslon/Thermal Analysis

Northrop Aircraft Division

One Northrop Avenue

Hawthorn, CA 90250

Mr. Henry Snyder

Pratt & Whitney Aircraft Group

Engineering Computer Applications

Government Products Division, M/S 712-28

P.O. Box 2691

West Palm Beach, FL 33402

Mr. Robert Howlett

Pratt & Whitney Aircraft Division

400 Maln Street

Mall Stop EBIFI

East Hartford, CT 06108

Mr. Larry Carroll

Propulsion Dynamics Inc.

2200 Somerville Road

Annapolis, MD 21401

Mr. William E. Flaus-D/71 B/6

North American Aircraft Division

Rockwell International

4300 East Fifth Avenue

P.O. Box 125g

Columbus, OH 43216

Mr. Larry Miller

Aerospace Marketing Manager

Rosemount Incorporated

P.O. Box g59

Burnsvllle, MN 55337

Mr. Nate Anderson

Mall Zone E-9

Solar Turbines International

P.O. Box 80966

San Diego, CA g213B
, 4

Professor I-Dee Chang

Department of Aeronautics and Astronautics

William F. Durand Building

Stanford University

Stanford, CA 94305

Mr. Mark A. Chappell

Sverdrup Technology Inc.

Mall Stop 500

Arnold Air Force Station, TN 37389

Mr. John J. Fox

Teledyne CAE

1330 Laskey Road

P.O. Box 6971

Toledo, OH 43612

Commander

US Army Aviation Research & Development

Command

Attn: DRDAV-DP/Dennls Enders

4300 Goodfellow Blvd.

St. Louis, MO 63120

Mr. Mike Galvls - DAVDL-AIL-ATP

Applied Technology Laboratory

U.S. Army Research Laboratory (AAVRADOM)

Fort Eustls, VA 23604

Dr. Paul C. Glance

Chief, Engine Function

Department of The Army

U.S. Army Tank-Automotlve Research

and Development Command

Warren, MI 48090

Dr. Walter Obrlen

Mechanical Engineering Dept.

Virginia Polytechnic Institute

Blacksburg, VA 24061

Dr. Reginald G. Mitchlner

Associate Professor of Mechanical Engineering

Virginia Polytechnic Institute and State

Univ.

Blacksburg, VA 24061

Mr. W. M. Rhoades

Manager, Propulsion and Thermodynamics

Vought Corporation

P.O. Box 225907

Dallas, TX 75265

Mr. Gerald 3. Herman

Williams Research Corporation

2280 West Maple Road

Walled Lake, MI 48088

57