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Aerodynamic Design Design and Testing of an Axial Flow THE:AMERICAINISOCIETYLOf MECHANICAL' ENGINEERS xSpgrk'Av& New;,Yorlelt Y.110016-5, 9901 ' °T."' -*I' 4, 1- The Society .,"104I PIM 9 Pt -tie 'rasponii 4194.91i'$ta;.9'lloTts Pr..4.opinio ns advanced in papers:discu yon at meetings iif.tlici:Socievior of its Divisions o_Sections, or printedin its publications. Discussion is printed oTily if the paperis'published in an ASME Journal. Authorization to photocop y for internal or jersonal use i granted tJ libraries and other niersifehledireillikoilhttheibOniiiiiht Clearace'Center (CCC) prbvided $3fatthle is paidto CCC, 222 Rosewood Dr., Danvers, MA O192i'Requdts for special irmission or bulk reproduction should beiaddressed,tcr,theiASMETethnical RublishingiDepartmener VP. t7.74. right 049.99;tiyARM‘ " .15e44:` 5M151.ai AERODYNAMIC DESIGNDESIGN AND TESTING OF AN AXIAL FLOW Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1999/78583/V001T03A042/4215696/v001t03a042-99-gt-210.pdf by guest on 02 October 2021 COMPRESSOR WITH PRESSURE RATIO OF 23.3:1 FOR THE LM2500+ GAS TURBINE' 1111111 111111 A.R. Wadia, D. P. Wolf and F. G. Haaser GE Aircraft Engines Cincinnati, Ohio 45215 ABSTRACT (1998). The LM2500 gas turbine, derived from the CF6-61TF39 The LM2500+ gas turbine, rated between 39,000 to 40,200 aircraft engines, has also leveraged off aircraft engine technology shaft horsepower (shp), was introduced for field service in 1998. development to facilitate the increase in its industrial power rating This growth aero-derivative gas turbine is suitable for a variety of from the original 24,000 shp to the current 31,200 shp. Market power generation applications, such as co-generation and com- studies initiated in the late eighties and early nineties showed that bined cycle, as well as mechanical drive applications. At the heart the LM2500 industrial gas turbine needed additional power of the LM2500+ 25% power increase is an up-rated derivative 17- (39,000 shp at ISO conditions) to meet customer requirements stage axial compressor. This paper describes the aerodynamic (Farmer, 1994). This up-rated power version of the LM2500 was design and development of this high pressure ratio single spool named the LM2500+ gas turbine. The LM2500+ gas turbine 3D compressor for the LM2500+ gas turbine. The compressor is cutaway presented in Figure 1 highlights the key modifications derived by zero-staging the highly efficient and reliable LM2500 made to the engine relative to the LM2500 base engine. compressor to increase the flow by 23% at a pressure ratio of 23.3:1. The aerodynamic efficiency of the compressor is further improved by using three-dimensional, custom-tailored airfoil designs similar to those used in the CF6-80C2 high pressure com- pressor. The compressor achieved a peak polytropic efficiency above 91 percent, meeting all its operability objectives. The tech- nical requirements and overall aerod ynamic design features of the compressor are presented first. Next, the zero stage match point selection is described and the procedure used to set up the vector diagrams using a through-flow code with secondary flow and mixing is outlined. Detailed design results for the new transonic airfoils in the compressor using three-dimensional viscous analy- sis are presented. The compressor instrumentation and perfor- mance test results are discussed. The performance of the zero Figure 1: LM2500+ gas turbine unique features. stage is separated from that of the baseline compressor with the CF6-80C2 airfoils to show the improvement in efficiency with the In March 1994, after a series of preliminary design studies on new airfoils. how to achieve the required power increase, it was decided to launch the LM2500+ which was chosen from four candidate con- NOMENCLATURE figurations based on a cost-and-risk assessment comparison. The Blisk = Bladed Disk preliminary design team evaluated power enhancement tech- C = Airfoil Section Chord niques such as inter-cooling, inlet supercharging, recuperation and IMM = Radial Immersion (0=tip, 1=hub) other refinements. The team, however, decided on the basis of Tmax = Airfoil Section Maximum Thickness design simplicity, program schedule, technology risks and devel- Z = Axial Distance (inches) opment cost and customer price that increasing the inlet mass flow through the engine was the simplest and most conservative INTRODUCTION way of increasing the power output. The increased mass flow Application of aero-engine technology to ground-based gas could be achieved by zero-staging the current production LM2500 turbines has increased rapidl y, especially in the last decade, as compressor. Simultaneously, the increase in the turbine rotor inlet documented in the works of Scalzo (1988), ICashiwabara (1990), temperatures could be minimized to approximately 35 degrees C Sehra (1991), Smed (1991), Janssen (1995), and Stringham (65 degrees F), (Valenti, 1998) by going to a more efficient com- Presented at the International Gas Turbine & Aeroenglne Congress & Exhibition Indianapolis, Indiana — June 7—June 10, 1999 pressor design using three-dimensional analytical tools and incor- COMPRESSOR AERODYNAMIC DESIGN FEATURES porating custom-tailored compressor airfoils from the CF6-80C2 The detailed aerodynamic design of the original aircraft engine. It was apparent that this design approach best met CF6-61LM2500 compressor has been reported by Klapproth. the goals of using proven technology at minimal risk. Also, Miller, and Parker (1979). To achieve the increased power output keeping a strong fundamental LM2500 design heritage facilitated rating, the LM2500+ required a 23% increase in airflow. The 23% product support while meeting the objectives of a base load hot increase in flow was achieved by adding an additional compres- section inspection interval of 25,000 hours with engine overhauls sion stage (zero stage) to the LM2500 and flaring the flowpath in at 50,000 hours. front of the existing compressor to form an overall 17-stage axial compressor unit. Figure 2 shows the changes incorporated into the Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1999/78583/V001T03A042/4215696/v001t03a042-99-gt-210.pdf by guest on 02 October 2021 COMPRESSOR TECHNICAL REQUIREMENTS LM2500+ relative to the base compressor. As a result of zero- SUMMARY staging of the compressor, the LM2500+ increased in length by The performance requirements for the LM2500+ compressor 34.3 cm (13.5 inches) and the weight of the engine increased by were less stringent relative to those required by commercial or about 363 kg (800 lbs). Table 1 shows the comparison of key aero- military aircraft engines. While aircraft engines have multiple dynamic design parameters for the LM2500 compressor with operating points such as take-off, cruise, etc., where performance those selected for the design of the LM2500+ compressor. is crucial, the LM2500+ is required to operate at close to its peak 10.. 'MY. *ran, Anus*. 0117eva TAM efficiency near its high-speed design point. While no specific per- labdwplint Nepal Nth Biz& Bird Ill. Now MSS MY Chat formance requirements at other speeds were specified, it was Slop 0 ELIStShislt desirable for the compressor to preserve good efficiency over a ExIntIsd I,,c Ca." SS Ple Stow I0-13 Spool' Own range of speeds. ta, lisakle Pad Saga favnglianme Additionally, the LM2500+ compressor was also required to Nan 11-15 Spool operate stall-free with both a Single Annular Combustor (SAC), which results in a smooth compressor operating line, and with a /111111110110 Dry Low Emissions (DLE) Combustor, which results in a com- alliratrar11111 "s"" pressor operating line with steps corresponding to the staging in lbw 0 the combustor. The compressor operating line can vary by as SONO Wel Alnluel MI COP Lel Ws tow I I/ 2 Eftlo much as 2 percent below and above the nominal operating line, -1115 In. long. Stage 1.11 CFIMOC2 Skits Ver. Maps 201 MAO= 131.1s. from the start of the combustor staging to the end of the staging for Irryned Ucy sequence, respectively. Figure 2: LM2500+ high pressure compressor improvements The customer-supplied inlet systems used with industrial gas relative to the base (LM2500) compressor. turbines, such as the LM2500+, are generally quite aerodynami- cally "clean" and use a light wire screen mesh to prevent any large Table I: Compressor Aerodynamic Design Operating Point objects being ingested by the compressor. Maneuvers and cross- Parameters LIME LAMLE .Dagi wind inlet distortion issues are almost non-existent on these Shaft Horsepower 31,200 39,000 25% land/marine-based engines, thus easing the operability require- Inlet Corrected Flow, kg/s 68 (150 lb/s) 84.5 (186 Ibis) 23% ments. Installation design manuals suggest the inlet distortion 9,586 1.5% index to be of the order of 2 percent or less as most of the opera- Inlet Corrected Speed (rpm) 9,418 tion is with a straight bellmouth or radial volute. To account for Pressure Ratio 18.8 23.3 23% any inlet distortion that might be encountered in the field, Polytropic Efficiency 88.9% 91% 2.36% the compressor was designed with a slight tip radial (i.e., total pressure deficit at the tip) inlet total pressure profile to realistical- ZERO STAGE MATCH POINT SELECTION ly simulate the tip aerodynamic loading level on the zero Technical information on zero-staging compressors in the stage blade. open literature is limited. Some of the principles in the develop- Acoustics plays an economic role in land/marine-based ment of front stages of axial flow compressors has been reported systems design, and the goal for the LM2500+ was to maintain the by Eisenberg (1993) and Katoh (1993). A recent compressor zero- same inlet noise sound pressure level in spite of the 23% higher staging application to the Taurus 60 axial flow compressor that airflow. This requirement set the vane/blade ratios and the axial increases the inlet mass flow by approximately 20% and raises spacing between the rotor and the stator using an "acoustic cut- the pressure ratio from 11.2:1 to 16:1 has been reported by off" design criteria.
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