Research Test CenterResearch Test Center((Turaevo, Moscow RegionTuraevo, Moscow Region))

State Scientific CenterState Scientific Center((MoscowMoscow))

CIAM was founded in 1930CIAM was founded in 1930

(Gasdynamic, Strength, Heat Transfer, Combustion, Acoustic)

(Study of different ABE architecture, ABE’s Units & SystemsDesigning, Maintenance of Reliability and Non-failure operation)

(Testing of ABE’s Units & Systems at Real Operational Conditions, Designing ofTest Facilities, Test Equipment, and Measuring Tools)

(Development & Certification of ABE & GTU, Airworthiness,Authorities Regulation, Authorities Documentation Harmonization, …)

Multipurpose transport airplane

Goals andKey contributions

2020Vision

2020SRIA

2035SRIA

2050SRIA

Overall -50% -43% -60% -75%

Airframe energy need (Efficiency) -25% -20% -30%

-68%Propulsion & Power energy need(Efficiency)

-20% -20 % -30%

ATM and Infrastructure -12% -7 % -12% -12%

Non Infrastructure related Airlines Ops -4% -4% -7% -12%

CO2 reduction targets per passenger kilometer and breakdown (CO2 reduction targets per passenger kilometer and breakdown (20002000 ReferenceReference))

Goal2020Vision

2035SRIA

2050SRIA

Aircraft operation -10 dB (= -50%) -11 dB -15 dB (= -65%)

Noise reduction targetsNoise reduction targets

The Advisory Council for Aeronautical Research in Europe (ACARE) identified the newresearch needs for the aeronautics industry, as described in the new Strategic Research and

Innovation Agenda (SRIA – Volume 1), published in September 2012

The perceived noise emissions of flying aircraft should be reduced in 2020 by 50% and in 2050 by 65%

3

Multipurpose transport airplane

Open test facility for fullscale engine testing

(Aviadvigatel,Perm, Russia)

Acoustic, aerodynamic andmechanical testing of full scale

engine requires huge financial andmanufacturing resources – it’s the

task for industry4

Saving financial resources (up to 100 times?)for manufacturing of the fan and compressormodels, scale factor 1÷(3÷5)

Time of the fan and compressor modelmanufacturing is 2÷3 times less in comparisonwith the full scale object

Possibility of quick manufacturing and testingof several fan and compressor models

Acoustic, aerodynamic and mechanical testing of full scale engine requireshuge financial and manufacturing resources – it’s the task for industry

5

Fan PD-14

Scale factorKm»1:2.7

Fan model

Acoustic test facility with anechoicchamber for developmentadvanced fan of differentarchitecture:conventional;counter rotating;geared

6With Turbulence Control Screen

Without Turbulence Control Screen

Full length of shafting » 9 m

7

CIAM has developed a family ofblades with variable sweep forrotor blades of bypass fanmodels on differentcircumferential tip speed:

Booster Tests

С179-2 Utip=390÷400 m/s h*ad»0.92 Z=4 2011-2012

С180-2 Utip=390÷400 m/s h*ad»0.92 Z=3 2011-2012

С178-1 Utip=360÷370 m/s h*ad=0.91 Z=0 2007-2011

С190-2 Utip=315÷320 m/s h*ad»0.92 Z=4 2014-2015

Acoustic and aerodynamic performances study

Study of mechanical propertiesInvestigations of leaned bypass stator behaviourInvestigations of casing treatment of different typesExperimental and numerical study of clocking effects on example of high pressurecompressor

2. C-3A aero-acoustic test facility of CIAM with anechoic chamber

designed for conventional and counter rotating fan model testing –

International experimental laboratory (European projects VITAL, COBRA)

3. Numerical and experimental background8

9

Fan of advanced turbofan engine with hollow blades

Full size engine testing confirmed required mechanicaland aerodynamic parameters of the fan

10

0

0,05

0,1

0,15

0,2

0,25

-0,10 -0,05 0,00 0,05 0,10 0,15 0,20

X, m

Rotor S

`HT=0,235; p*f=1,4; `Са=0,617

h*ad=0,91; U air cor=367 m/s;

Gair cor /F=200 kg/m2;`d1=0,3;q(linlet) » 0,90

Prototype: typical model С-178-1

11

Modified wide chord fan of D-36 engine was designed in CIAMon the following parameters:

UU = 363.9= 363.9 mm//s,s, hh**adad = 0.922= 0.922,, GGff//FFflowflow capacitycapacity = 199= 199 kgkg//ss××mm22

Тех.треб.

Сер. Fc=1.00*Fс н

Шир. Fc=1.10*Fс н

В II

Тех.треб.

Сер. Fc=1.00*Fс н

Шир. Fc=1.10*Fс н

Test results showed that themodified wide chord fan

meets the requirements interms of air flow and

pressure ratio at increasedefficiency values

SpecificationIniMod

SpecificationIniMod

GGcor,cor, kg/skg/s

nncor,cor, RPMRPM500

20 0.05

p*

12

Investigations ofbypass ratio

impact on bypassfan model

(Dinlet=0.7m) andbooster gas

dynamicperformances

Study of the inletflow nonuniformity

(from air intake +cross wind) impact

on bypass fan model(Dinlet=0.7m) and

booster gas dynamicperformances

Investigation ofimpact of casing

treatment installedover booster rotor1

for surge marginincreasing in

conditions of highflow nonuniformity

at the fan inlet

Investigations ofbypass fan model

and boosteracoustic features

at Take off andApproach

Computations of core duct performancesComputations of core duct performances ((33dd НСНС))LPC, including near hub area and booster stagesLPC, including near hub area and booster stages

`n=1.00

`n=0.96

`n=0.88

13

Gf S , kg/s

p*LPC

h*

0.05

0.5

1

14Distortion screen unit for simulation designed radialflow non-uniformity at the stage inlet

Casing treatment of slot type

Rotor of D-67 stage

Objectives:

Drawing of D-67 stage

1. Study of inlet nonuniformity impact on high pressurecompressor stages;

2. Study of casing treatment impact;3. Investigations of aerodynamic performances of stages

with reduced hub diameter

15

DC-67 stage

Comparison of DC-67 stage totalperformances with and without casingtreatment installation

Initial

CT1

CT2

CT3

Challenges in development of high loaded high speed boosterChallenges in development of high loaded high speed booster

G cor, kg/s

0,05

p*

2

16

Constant trend of noise stringency increase with respect to civic aviationarise a need for noise reduction in source and improvement of noisereduction technologies applied to turbofan engine

The acquisition of fan noise quantitative data for evaluation of aircraft noisegenerated by turbofan engine became feasible with the development of theuniversal propulsion simulator UPS. UPS is the scaled model of the turbofanengine fan including air intake, bypass duct and bypass duct jet nozzle

Owing to technological complexity and high prices of experimentalinvestigations on full scale engines, it is reasonable to replace the fullscale engine by its scaled model

Installation UPS inside the anechoic chamber ensured the possibility of all theacoustic fields simultaneous measurements. This point is especially importantin view of interaction between separate components of fan noise reductionsystem

Linear size: 14.5*15.5*5.0 m

Air discharge system for eliminatingvortices and smoothing the flowinside the anechoic chamber

17

Anechoic chamber size (l´w´h) = 14.5´15.5 ´ 5 mFAN tip diameter Din= 560 mm(22”)Total pressure ratio pв= 1.7By-pass ratio m £ 15Air temperature and pressure at the fan inlet –ISA

Fan airflow Gair= 60 kg/sCore airflow Gin = 7 kg/sR1 shaft max speed n1 = 13000 rpmR2 shaft max speed n2 = 13000 rpmR1 shaft max power – 3.0 МWR2 shaft max power – 3.0 МWNumber channels foracoustic measurements – 24

Main parameters

5 m

18

CRTF1Project of Snecma,France & CIAM

CRTF2bProject of DLR,Germany

SRFProject of Snecma,France

CRTF2аProject of CIAM

19

20

Objective: determination of acceptablelevel of non uniformity in fan air intake

Grid for inlet flow non uniformity simulation

Equivalent pressure non uniformity inEquivalent pressure non uniformity innumerical schemenumerical scheme

Experimental support of subsonic and supersonicaerodynamic and aeromechanic airfoil development for

advanced aircraft engines

Obtaining experimental data for CFD methodsverification and progress in acoustic studies

Investigations of steady and unsteady interaction of CRFrows and its impact on noise, performances and operability

21

10°

20°

30°

40°45°

50°55°

60°

75°

70° 80°

65° 85°

90° 90° 100°110°

150°

140°

130°120°

115°125°

135°

R 4 m R 4 m

100° /80°

CRTF1 mock-up was tested in different configurations (hard wall configuration, treated wallconfiguration). System of noise reduction was installed in air intake and in bypass channel of fan.Comparison of measured noise levels showed that noise reduction system has an acoustic effect

5¸6 dB corresponding to narrow-band noise and 5¸12 dB corresponding to fan tonal noise

TCS installing has reducedtonal noise on 8¸10 dB

Brüel&Kjær

22

23

0 2000 4000 6000 8000 10000

Soun

d Pr

essu

re L

evel

, dB

Frequency, Hz

f2 f1+f2

2(f1+f2)f2f1 2f22f1

f1+2f22f1+f24f1+f2

3f1 4f1 5f16f1

3f24f2

5f2 6f2

3(f1+f2)3f1+2f2)

3f1+f2

5 dB

Direction-averaged narrowband spectra of counterrotating fan model CRTF1 at Runway mode

It should be noted, that at Runway modetones at BPF and its harmonics mf1 and

nf2 (m > 0 and n > 0) proved to berelatively lower than components at

combination frequencies f = mf1 + nf2(m > 0 and n > 0).

0 2000 4000 6000 8000 10000

Soun

d pr

essu

re le

vel,

dB

Frequency, Hz

f2

f1+f2

2(f1+f2)

3(f1+f2)f1

3f1+f2

3f22f1

2f1+f2

4f1+f23f1+2f2)

5f1+2f2)

4f1+3f2)

4f14f2

Direction-averaged narrowband spectra of counterrotating fan model CRTF1 at Flyover mode (w/o hush kit

installation)

0 2000 4000 6000 8000 10000

Noi

se le

vel,

dB

Frequency, Hz

f23f2

f1

f1+f2 2f1+f2

3(f1+f2)

2(f1+f2)

3f1+2f2)

4f1+2f2

4f1+3f2

8f2

f34f1

5dB

Direction-averaged narrowband spectra of counterrotating fan model CRTF1 at Approach mode

Ducted counter-rotating fan CRF1.Approach conditions

Real part of static pressurepulsations in the inlet(f = 2F1+2F2, m = -6)

Comparison between three directivitydiagrams obtained in the computationand in the experiment

Model counter-rotating fan(Field of steady static pressure on theblades and the case)

Unsteady field of staticpressure in the stage

CRTF

1

CRTF

2a

CRTF

2b

SRF

CRTF1Hush kit

10 EPNdB

25

1. According to CIAM interpretation of test results the single rotor fan (SRF) modelgenerates noise, higher than of the CRTF1 model on 10 EPNdB.

2. Tests discovered that CRTF2a counter rotating fan model with thickenedcomposite blades generates noise, higher than of the CRTF1 model. Comparison ofthese fans noise spectra at the same modes showed, that broadband noise of fanmodel with thickened composite blades was higher than of the model with thintitanium blades on 2…3 dB.3. It is expected that the real estimation of SRF, CRTF1 and CRTF2a fan modelsnoise lies between Snecma and CIAM assessment.

Tests of different rotor spacing, blade shapes, loading radial distribution and blade number (10x14 and 9x11);+2.5 point efficiency benefit versus 2000 SoA reference single fan

CIAM evaluationof VITAL results

26

The configurations of stator with blades leanedin direction of rotor rotation

Two configurations of leanedstator. Which one is better?The configuration of stator

with blades leaned indirection of rotor rotation or

in the opposite direction?

Universal propulsion simulatorUniversal propulsion simulatorUPSUPS on base ofon base of С180С180--22 bypassbypass

fan modelfan model

The configuration of stator with blades leaned indirection opposite to the rotor rotation

27

100 1000 10000

Soun

d Pr

essu

re L

evel

, dB

Frequency, Hz

2 dB

in direction of rotor rotation

in the opposite direction

Approach mode. Rear hemisphere. 120°

28

Scheme of acousticliners installation

Numerical integration of 3D steady Reynolds equations with differential turbulence model. Use of adaptive grids andspecific methodologies of parameters averaging in blade-to-blade channel

Numerical integration of 3D unsteady Reynolds equations with differential turbulence model. Use of adaptive gridsand schemes of enhanced accuracy for description of flow fields and bladed rows interaction

Profiling is performing on base of Reynolds equations with Baldwin-Lomax turbulence model solution and specifiedloading on blade surface

Numerical simulation of acoustic pulsations on base of oscillating sources and computation of acoustic wavepropagation in front and rear hemispheres. Definition of acoustic response of bladed rows interaction

29

30

Achievements in design and refinement of modern compressors withtransonic stages at the inlet – taking into account and controlunsteady interaction between bladed rows

Achievements in design and refinement of modern compressors withtransonic stages at the inlet – taking into account and controlunsteady interaction between bladed rows

The most typical patterns:- Interaction between IGV blades and detached shock wave from theRotor 1.There are experimental results when due to the strong interaction betweenIGV and R1 blades the test team failed to reach the design mode or the HPCparameters turned out to be significantly worse than the designed ones:DGcor » -(8÷10)%, Dp*~ -(5÷8)%, Dh*

ad~ -(3÷5)%

The most typical patterns:- Interaction between IGV blades and detached shock wave from theRotor 1.There are experimental results when due to the strong interaction betweenIGV and R1 blades the test team failed to reach the design mode or the HPCparameters turned out to be significantly worse than the designed ones:DGcor » -(8÷10)%, Dp*~ -(5÷8)%, Dh*

ad~ -(3÷5)%

The most easy way to control such interaction in order toreduce the gas dynamic losses at the HPC inlet – increasing axialclearance between IGV and R1

The most easy way to control such interaction in order toreduce the gas dynamic losses at the HPC inlet – increasing axialclearance between IGV and R1

Mach number flow field in system of absolute coordinates

“mixing plane”Unsteady interaction

stator-rotor-stator

31

1. Initial and modified IGV was investigated.2. Three positions of IGV were considered.3. Pulsation levels of aerodynamic loading on IGV blades were investigated.4. Pulsations of aerodynamic force on IGV blade were reduced on 1.75 times

Static pressure contours-0.014

-0.013

-0.012

-0.011

-0.01

-0.009

-0.008

-0.007

-0.006

-0.005

-0.0044 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 5

time non-dim.

Mx

- ло

патк

а ВН

А

исходный V0 исходный V1 исходный V2 модифицированный

Pulsation of torque on IGV blade

32

10

15

20

25

30

0,9 0,92 0,94 0,96 0,98 1

DSM, %

ncorr

initial clearancereduced clearance

33

Mach number distribution infirst three stages at tip

detached shock wave

shock wave is located inside the R1

Air bypassing

Air bypassing 5%

adjustable clearanceΔ=0.4mm

Without control

System of radialclearance control

33

34

Unsteady interaction between rotor and IGV:Another technique for reducing losses and improving theflow at the HPC inlet – shifting detached shock wave insidethe R1 blade-to-blade channel at the same level of R1aerodynamic load avoiding the mismatching of the HPC rows

Unsteady interaction between rotor and IGV:Another technique for reducing losses and improving theflow at the HPC inlet – shifting detached shock wave insidethe R1 blade-to-blade channel at the same level of R1aerodynamic load avoiding the mismatching of the HPC rows

3D inverse problem – effective tool for R1 profilemodification, simultaneously shifting detached shock waveinside the R1 blade-to-blade channel keeping the same levelof R1 aerodynamic load

3D inverse problem – effective tool for R1 profilemodification, simultaneously shifting detached shock waveinside the R1 blade-to-blade channel keeping the same levelof R1 aerodynamic load

Initial load

Tip

The mode with thedetached shock

wave at the inlet

Suction surface ofblade

Hub

The mode with theshock wave inside

blade-to-blade channel

Tip

max loadingmax loading

max loadingmax loading

Surface flow on tipsection

35

Modified load

Pressure side

Suction side

Pressure side

Suction side

X X

Static pressureStatic pressure

36

Section 19% of blade height Section 60% of blade height Section 98% of blade height

InitialModified

Static pressure

Suction side

XXX

Pressure sidePS PS

SSSS

37

p*=2.48; `Нт=0.538; h*ad=0.88; Uc=428 m/s

p*=1.52; `Нт=0.404; h*ad=0.875; Uc=327 m/s

p*=1.38; `Нт=0.372; h*ad=0.85; Uc=298 m/s

Main challenge in development of new generation high loaded HPC(at increasing average aerodynamic loading on 20% and more) isproviding required surge margin and efficiency.CIAM made a decision to developed a family of typical high loadedcompressor stages for new generation HPC:

Stage design parametersStage design parameters:: Uc cor=428 m/s, `С1а=0.423, `НТ=0.538, h*ad=0.88, Gcor=17.6 kg/s

Gв.пр. кг/с

h*ad

Rotor of K-11 stage Stator of K-11 stagePerformances of K-11 stage

Experimental issuesExperimental issues:: 1. Manufacturing of IGV casing with number of blades ZIGV=34 (instead of 45);2. Providing stator circumferential positioning;3. Equipment of the stage by pressure pulsation sensors;4. Providing acceptable level of vibrations at test rig UV-11 38

design point

Gв.пр. кг/с

p*ст

n=1 0° 0°n=1 +4° +2°Расч. точкаn=1 +8° +2°

Gcor kg/s

Gcor kg/s

design point

1

0.02

0.05

39

High pressure compressor

Number of stage 7Circumferential speed 409 m/s

Objectives of the study:

ØState-of-the-art in HPC design checkoutØVerification of analysis methodologies

(gas dynamics, heat and strength)Ø Radial clearance control and adjustmentØ Simulation of flight cycleØ Confirmation of life time according to specificationØ HPC design optimizationØMeasurement and control system integration

Test facility

Nozzles for airinjection

Airbypassing

Casing blow-off

Loop scheme of radialclearance control

40

D-66 stage rotorD-70 stage rotor

UK-3 test rig

UK-3 test rig parameters :

1 – air well, 2 – filter, 3 - metering collector, 4 – dampingchamber, 5 –test stage, 6 – axis-radial diffuser, 7 – balance

booster, 8 - electric motor, 9 – ring choker, 10 - torsion

Power capacity of electricdrive (rotational speed)

[kW]

Test object maximal rotationalspeed

[RPM]

Maximal air flow rate(under standard conditions)

[kg/s]1000 (1500) 30 000 26

Number of pressuremeasurement channels

Number oftemperature

measurement channels

Number of frequencymeasurement channels

Device for torquemeasurement

160 96 5 Torsiontorque meter

41

Стенд УВ-11

Rotor of К-11 stage

Rotor of А1 stage

UV-11 test rig parameters:Power capacity of electric

drive (rotational speed)[kW]

Test object maximal rotationalspeed

[RPM]

Maximal air flow rate(under standard conditions)

[kg/s]1500 (3000) 60 000 25

Number of pressuremeasurement channels

Number oftemperature

measurement channels

Number of frequencymeasurement channels

Device for torquemeasurement

160 96 3 Speed increaser withforce-measuring sensor