Turbin Gas.pdf

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PART 1

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MARINE GAS TUl!SINfS

2-

...

I PART I - M/\RINli GAS Tll~IIINES ~1-:Cl'ION 0',1.•,

AX r~'T~OC'HJCTIO~ TO CAS TUl!Ull>'tS

C0~Pll£Sfl0RS

SECT Jl~r,. fO:ll SYST£YS

S!CT10-. S!\'!p; CONTF.OLS l,N!) 1~S!l(ll"ff:'ITATIO'J PLJ.E

Pk01'eCTlOK

PAl<'I' II - 1...M 2500

) I

8AS8/tMCI.OSU1tt

SEA WATER COO~!&G SYSTEM GAS TI.JP.BINS Bl.P.F:i) AYR SYSTEM

I

I

Sr'.CTION rtr1'EEN

MASKER AlR SYS!E.'<

SECTIO~ SJXTEH~

A::TI-lCII\G

SYSTf:"{

STA.lTl 'OC SY$T!Y.

GAS TURBISE FUt:l. S!R\'lC! S'!STlo'.M t..trB!

rnt,

SYST'f"I

El P.CTRICAL SY"TEY.. S£CT10N Nl-!NTY-1'WO

UN\ ~TEllJtl.PTEC PO~!,! S:.lf'l'I."!

.'

.....

z: ii: <:

::e 0

..,., c-. :e .... C)

',l!

"" ~ "'

.,

~~~~~--f.'.C.dt~:::=::;.;

~ °'

<.» ii

St-'.C"'l::l!l 0!!_

~~~O~~~S~tf l, Thil tl••v<·lopnwnt n' tht• gal turbinr en1!n,• as an 111,..era•: --."J .. plan.t •~• bf.en ,o rapid t~ac lt t" Cifflc:~lt cc, ap;:·t(':,,ce 1?-.11 only ~:, y~•r" npt'> \•,•fy lCV p«•op1f" hail heard of rhla f"Ct'hod '1f airer•!• :,r'V"_J,..1ot. · 1'ht" p01slblllty or u1tng A t.a• turblr.f' to r-~r an •:r.-raft t-.aJ 1f.t4"'~c.11e! dcilgners 1or "Ions: ttw, bur injr1,lly t':.e lack cf r.u!.callle ci.ar:•:-latfl :o construct r#'11.:,bl• hot flt•cr:tn-,, ~rove,1 to~ th,. .. ;.,p obfl•a ,._..

2, tr, L930 r•ranlt Wht' tl• was ,:ran•rc!: ht,; f!r : ,:,ten· t:.r 1-:n, .1 ga• 111rbl~..e t~ ftOduce • pror,t,Jal<'n !ft, 'out f: ~.;; .. e Icve n yc1rs b"lorft h!!'I t-npine comph·tcd Its !trst fJj_qht. The l."lllttlP cr.a!r:(' (ctn:•' ch• bas.I~ c' tl\l' codtrn t•s turbtn,. enilne, 11--:d froe 1t lf'I,; d•\-c-l:>p4"'d ,:· r ~o'llE J('TC .. \l~1land. I>forwent, t\enfl an,l nart Enffrca. Thtvre Arc three ~ea1c- llfHh3d.t uttRt I g;u. tur!'!ne C"f'lt1n(', 1,,icd for ptopet I (n~ u un1 l foY111ard n,

Turbo .te r flroo11l1!on lJtJn,

Ftp..

b.

the~·•

1.1.

to er ea t e

p;cneriltor

11.

;ec.

reaction.

. L : .·J_J • •

1'urho Shaft E.-tr.'l curblf'le!I. atto,c~ed t(I tt:r ah:ift the <'ner1,_y; !roe;. ebe 1!r~low tn tr1~ r('Uple~ to th(' c.ocprcttnr lh.!.ft,

0

:l

~.2J I•. I : Yip..

1.2.

:-1

:

•

co e eecvc a f"'&""'=t'

t',

.,,....a:--

~ulk of etrrc::y

e.

Fr<.'t" ~O\.Tf!f Ti,rhine'

1 h,• gas

t11rbl ne is u!lf\(t i:olel>· ne a gai flo.i ,eocri,(<}r to lilgh e ne r gy gas flo1o• to dr Ive .i ncvc r turhlr•c is mr~hantca?ly :lnd1·11t·r,de:it •if the f::.'lti, tl•r':ir..!,

pr-o\•{(!e 4

which

Fig.

The M:irlne

[! :

:]

[:

~

••

]

I •J.

GE.s ":1u·blne

~, In 194 7 the F.oy:1 I Nevy hed n 2500 hp Ga:; Turbine 1 n.!l tn I led in erot c e Cur. B(11ll 20U9. The Cas Turhtne va.s fJtt:tir1 to dr rve ~h" cent re of thr,:1• sbaf e s , ),d,'hls exper1,nr~nt ve e 110 ta1cccssf1..l tl:.1'11. the Sr!t!sh t ben ci::.hnrkl·d on a :one; ee ra Y...'!r{nc Gas Turbin,: deve Lopee-nt progr eeee , l~y the l;1t1.· t9:IO's- t nc ,as turhlne marine f!ngt~c vee beetii:i!rip; widely used, oustly by kur cpeae uuvt e s . All t",• appl!ee.ttons combined the ;ai;. ccr bt ne plant vi r.l~ ancrber , conve ne Icnaf , fc:m of prti!Juls!.::ir, machinery. The S-~i; turhlnc V,H> used for hlgh speed op~r1ttion1 the cc ....·t'ntlor.a: pl:tnt vs s ufl1td !or c ru f a t ng , The mtH;:, cceacu arran,ecmc:ita ve ee lhc.• C!JOOC or ehe COOAG svse cee . Itf esc I engf,ll·,; g Lve goad cr-ub;ir.s range :ind rEliability, '!>ut the';· beve a d1 i.advantat;t• ehcn used tn ;_inti-subt!..'l.?'fnt"' va rt e re, 'IhP.1 r l ll" l req uency ~ounds er eve I. grea c dJ 1'tnncca through -w:tter, o.i;.k!ns them ee s11 y detected b;· ne ss Ive son<1r. To rerluce low frequellc)' sound, si::eao tvr1)J:u:g have be~n c:om'jine.,I !.n the COSAG conflgurat!on, but these require more re rsonne l ru cpe r a r e ,'lnd do not hnve the long rangt> or t hc df e ee I eombfnat Lone . Al:fllhcr ccnf f gur-e t Lon that h:u; been successful I.is the COGAG, Thci Rr.it!.sh ty pe 21 plus l,2 used the /1500 hp Tyne gas c.urh.!nt l.'TIJ:";ine for cr1.1islng and t hc Rolls Royce Olyre.pus, ._. 26000 h? eni:;ln•• for hlgh speed. 'roe U.S.tL cnt er ed the marine gas cur bl nc field vt ch che ashe e, vil1e·Clsct. t'at ro ; G1111 !lu~ts. Tbc se &hi~s beve the CODOC c.or.ftg,.ratlG11, '-"!th evo Jl,•:;c:l ERAlr~('$ (or crut~lng and a Geo
1-2

CombJnatfons

'.

n.

Combinf!rl

Oif!.
D14'"sc1

or Caa

furbi~

p.as tufbirte for f,ill ,eni.c!". ·r1i.:11 ~ottt:i!':tn stiips wlth .,, n-0:-,n:,1 en.1i:1tn.i; 1:peed r>f 20-2';? fut! po1.A•r. If the rllesrl were a!,:,,\'.'!"(' fo• f\111 power, 11 spet·rl Ine eee se of ene knot hn_y would ~c e-bt ev .. ed. The smell -eettd-we!,:;b1" of the R,•111 turt.lnc Al cru!N!.:'I~ pove r- i.!l i.lCce.orable bceeu ee of th•· l!!O!II cccnnmicAI !Lt.I conflum?t!on of Cht• d!t-scl, ti.(' lowrr the ces c of the cr'-111c dli't'el eoke e t t ace,·r,tablf' -eeadwcight•• at ful.l ;e..wer. 11( Ion

h.

fo1• cru!.<:ing,

1i; 1Jsrd to ,u•vanct1t,e

Combined

Uiesel

G;n; Turbine

and

DJ, ..sc L !6r c:-u!sing J)lus ~:l· t•.Jrb!i•r to °!>Close '•i:! neve e . t,orm.'l! ly for sh!pr. "-·1th:, crut:':lng Spt'<'d sr-e e er rha n J% fu:1 pcve r , Ti!C'hnicel compt r c ae ton, ca~!le,I by Atnul.ar .eoue o;:f"ratton of cwo diff<:-rent types of :>=in:,• cover thrauph cr.e g-earbo>: ts jusr tfie as a full bccs t e o power.

c.

Cou:b1n('d

Stf'.im

Turbine

aiu! Cas 'turbtee

for crut~tng pluu gas c,:rbine !(I bo(l,;r !ul I t'ced wh~l"c cn11.slng s cced t s t'reatel" ehe o 4r:t :"11!.l So~ comhinat!()ns aJ1()wed the gas t11rb:'.ne :o bi> used at ()nc f() r- ruct t ng to see st short not I ce . Steam turbfnc power . pow~t.

<J,

Co~b!nerl

Cas 1'ucbi,1~ or Gafl Turb!nc

Small P.<•ti turhlne er ncve r settings. t•.

Cnm!>!ne,I C:as Turbine Gas turbine p:1~·er.

f.

for crutt.:lng or lar~e

for

f,::~ high-

<•nd Ga!'I 'rurbr ee

cruise

l'roh 1 cos f nt ro-du<"f'd

p,;11; t_rhtr.e

pow(•:: p!ur. P,as

turh~n<'

bO!'ll'lf

:o full

bv C:li1 Tc:-bt ncs in S~: tps

(1)

TranRmiss~on prcb Iees , es pec Lal Iy t."lth defence '-'i":-1.se:s us1:'lt: end sr and bece e eng t nes , or !. largt' r.r.g!··('.'I on 011€! shaft.

(2)

t.ar,:;1·

Incake -nnd exhncst duc t e , very much :srf!rr c°::.'!.n th tit USP.cl 1,,·i th S.'l}' concen t lona 1 !'I tf'ar: or d t C'Se: r:an e . Tbln is bn st c e Lly due to c.hc;- !act r hac ~1:- c:onsu::,p:.icn for eas tu::bines l.~some 10 tit:es t!--at re<;ulred fur t:'..>e actu;!], coebu s e Icn of the Iue l be!ng f cd co the· un tt. HO'-"<:ver Fur r he r- Ufl('S for t.h(.' er e I'!!'(' "er cn:-ilins:; p11cpcses 1,1{ th!u the tutbine amt also for de~!~n rc<;_ui !'t"irt>-r s ot the cce-pres ec r so as tn avotd statlint or sur£1,,A·

1-J.

,.

(J)

Lnrge amount of hent scc..•ki.ng mi1J11 f Jes ) •

(4)

IIJgh

(~)

Advancnp,r·t,:

specJfit:

.(ocl

c!lt.charted

frum the

consumpt.!On

at

fuTI!'f'l.

lnv pOwt•r

(Heat

sec.tin:,

(:.)

ltcduc ed vc lume hr c ng Ine rcce e retee nd 1:1.1.t'hlttt.>ry Wt•lghl, noveve e , the forcner tmy h~· partially o!f~ sc r by the !it<:t that the turhtnc ls surrout:rlt-d by an at:f'nustic enclosul"P.

(h)

Rap!d respone e t.11 pover dem11.nt!, ,•.g. full pcve r ll\ nf1rroxitt.1tflly 2 111lnutes.

(c)

:n the

u(

e:Hlf'

th ..• aircr-Afl

type,

start

up to

lov develnp::.cnt

('.0.'ll f;,

(d)

Lav vt beat Icn - bcveve r this !a Ollly npplJcable when ccepe r Ied ro dt c se Js , The propeller can st!ll be a problem.

(e)

t.:1st· of eut ceac t oe .. bcveve r one nn.1At trotnflinl ss tcn system anrl r+e

peller,

or l

conscep r rcn

(f)

low Iuh ,

(.'-;)

~;e1f-cont11Jnt>d

pow.,.·r unt e e - bovever

vhac

on the c.r1.n$m(si;l(ln

d<:J>l"n,lt.•nt

(I,)

ReCuce.d m.1nnl ng .

(1)

Availability

(.I)

ac e ee e engrne

(k)

i,.·._·1.·e r undc eve c e r hull e to e s .

look: at. the

ccne ec Iabf e pf fell

"''!'Jen r-oepared

pro-

e c dt esef .

rht s is eoce-

used.

of pl enr . room condil Icns • peoe e rnt Iens of

lar~e Cimen-

K~ - LOC.OC

a~du.:•1er tfum,· l'it,h

·I

"'l>I'' ~,

n·====1 r,

Fig.

1,4.

l\iilhR<.>y,~ Ot)":'1'1;111,TMll'I ?1,(1()(,Utl

C111111s,,l~IIfi•d·

"ii+t'.t:,

1-•',

R,,l.it•i..,.-.

Cu

•ea

POYlER/SJZE

RATIO

- ('0\1PARISO"

OF SHIP';<;, l'KOl'lll.SIO~

l"NIT~

$

=

~/ u•

r"_Art~'~oc ( •1

/oaj

I

)JG 4,508 ~37 7C,COO

FFG

D1splac.e111en1

t cns

Length fL 'rct nl uc reepcve r Sr!? Speed knots Type of Turbine Number of Sh:?fts )~~pl.'l.C.f!m~n: tonnes Length ee r re s Total Pcver Kw

3,)8~ L4S

.,,0,000

>

> Jn

1S

S':'EAY. •

r.AS

:

7

s. 6! 2

L > 58()

116 29,S2f!.

~ >:)

~1. t<.Q

fig.

1-5

1.

s.

OAaISG J,612

I

)93 'it.,000

)~

)

STLJ_'!

2

3,t,7C J.

t.9

4Cl, 1£,F,

2,

DE

to:

370 3:'>.(100 )

30

STEA.'1

l 2, 750 11:;. 22, 1,j l

I

I

CAS TU-Rli!t,1-

ASStMlH.':'

lrl r{lch1c1 Ion

Tl".t• gas t1Jrhf1·,• asse~bly coest st s of a P,!t.'l generator, :1 povcr turbine, a h!ih ti peed couplfop; shaft and t1,lf:t and exha'.1St cc-spcnenr s . T11c g£s g ene rato r Is coapoaed o! a vAr!:lhle geometry ceeru-casc r , an. .1.nnl1lar 1·11mln1i,; lo r , a ~igh pressure t urh! 111·. an 1H':CP.$RO ry d r ! ve S)'St r~ ,ii.d ccnr rc t c .:111d ucc c s sor tea, 'rhc pcve r tur+d nc is composed of a slx-!'lt.'.l81: low preS!htTc rurbz oe ,:c;a~or. and a r ur hf nc rear fr:ti:t1.•, 'rbe high !lp('cd !lexib:~ - t:nuplini:: !l~llf! Is conne<'tt·
e re cbe g;
Per rorcence t,.

exhn\lst

ecepcnenr

e,

Rat.In~

Ml

Powrr

Ratln&

,o,soo

Hnrfl~"'powe r t'ove r Tul'h!nr: S?eeJ

Hax.

)

.

Sµ1•("1flc

Fuel Cnu:1\:m?tion

bhp 3,600 rrm .t.J'i lb/bhp - hr.

Equl nee ne

In Ie t ,\ir

(t'ove r .,nl A1~bit-!'.t

A!r

't eeper er nr-o S!-"C Racing)

100 .. P

i'r cseur e O pereenc

tne es e St:i1 Ic Pressure (11t. tnre e Cu:':t. t, t ange ) A Ir

/,i r F.xhausc (;11 E,..h.aus: :'111·!,

Loxu

Sl;1t le Pr eaaer« Dcc-t. ~·la:;se)

...nn•,

Pove r ueac tng Value

l~ ,.'it.fl

Blt·c~ .'\tr

~

'·'\\ •· -

fl in HzO Abo ..·.- Atmo&:pheric

I-(;

f.Tll/L3.

...

z

IZI

.....,,°':::, "(

e 0 0

ll'l

N

.... ~

...a "'...::c ~

CIC

1-i

... t: ..."' 9

..,

. STATION nrs1GNAl IONS

GAS G£N!:}lATOR-----r-----POWHR TUR8l)ii'E~ SECTION SliCTIOS 0

2

3

4

5,5

8

5

L5,l 11

I

f

l~'LE1' .,--,, BP.LLMOlffH r- , ~

S.4

eotlPR~SOR

_/

\~

OOM!.lt:STIO"'

LOCATION

0

A.\ID[E'NT

2

3

•

5

5.1 5,4

5.5 5.6 8

PO'iiF.R TURBISE

EXttAUST DIPf'USER AND COU.EC'TOR

\_ GAS C~tAATOn TUR.Bin

C'IC.\.ltBER

STATION

I

5 .6

COJ,(PR!:SSOR INLET

COMPRESSOR DlSCliARGF. G G TUJUlt "'E INL.E'J' G G l' P P

G G T T T

TUR!JI?rl't Tl}R!:JJNE TURl:UNF.' TUR3lfif. TUR.8!NF.

OlSCIL\RGE DISCHARGE INLHT DlSCRARGE DISCJIARGE

EX:H.Aus·r DUCT FLA.'iGF.

(lri'/0 COOLING PLO~') (~'JTH COOLING FLOlii) (V.'/0 COOLING fLOlli') ('NITH COOLING f'L()i,;)

Fis,

l•lO

J .9.

I-

I

41

~

. '

j::e

1'.E ~

<..>

::;:: t; ~ ~

tB

.:

-

.~ "' t-6

-~

>-

..-

__.J

o::::i

l

:a:

LJ...J

U) U)


~~

7I

LJ...J

z:

1 t

o::::i 0:::

:=> 1-U)


t

<..!:)

c:> c:>

lf) C'-J

::E: ___J

<...:> 0:::

I--

<.,;)

l..LI

__.J

LL.J

..:.....i


z:

..."

.lo

7I

L.L.J ~

l-9

7

I

d

.•

•!•

-~

•• 'u•

.;.

~

•• , • , •• 0

'.I

0

----

• ~ 0 ~ 0 j

0 %

"" < w

"

" ~ • w •~ %

=~...•• •

w

~

, %

• 0

1;;:

•• ••

I.--------.

.r=. •

~

1-1.1

"'...a.

... ... z"'

1-12

8, ':'hr. rr-oo e framA As11embly foms 4 flov path for ru!'ll'H'C'!51Jl'l:'S ir:l .. t Air, St ru t s bet1,,,,aen the hub and outer case provide l ub rt ea rt en ,~:rrly an:! se evcnac (or lhf+ 'It' su'"'r rtr.p1>1h~nt11, Thi: frlin1f' al:10 :.u;:;;,orts th,• c:01tpresser rotor front bearing, {nlct ch1c1, ct>n1r,·-bot1y, forva.rd end G! t~,e eeepr esec r casing, Ir.let Cuidt• Vane (fC.'J) f.11nt'r 1H.1rport, inlet geartc,:, &nJ !he 'A1 sump end cove r , lt provides mountlng or a:ta.c1'.~nt pro'lt!.s!c.ra (or the gas generator f r onr mounts, handling moontti compressor ln:.:c eeeee ee rur e (cit) se nenr , tn l e t total pressure (Pt2) prcbe , end t.raas(e:j);f!.tr\1111 ne.untn, In Cht· I r aec are ;!.fl' p.'H1n,,i..,5 for !lu::.p nnd 11ei1.J prr':HH:rl2:=.!.1:-.n nnl vc nt 11at Lcn . ,\ sea! or drain connect Ion is pr ovt d cd at :.hr· be:. rce c' the cafl!ng. The Lcve r t r e ee !ltrut& houses the radical drive shaft 1o•hic~ :.ran!fers power from the !nlet gearbox to the transfer gearbox.

E.VPTY .. VF.NT ~A\SEAL Oil JN PRESSURIZATION ~AIR SCAVENGE ou VENT(HOLLOW STAFT IN STRUT)

~--(?-·J

AFT LOOKING

FWD

1----sr~u;

f l

II

..-,,, i

NO, 1

COM'RESSOR INlH Al! SfAL MOUNTING ,LA~GE

S rsur NO. 2-----.!.!---=---i

SUMP COVER \ MOUNTING ----',\,----\<\--·\ II ft.ANGE

CENTERaODY .v,OUNTING

:tt..NGE

FRONT FRAME ASSEMBLY 1-13

~ig.

1 .12.

..;

''I

...-"'

'1

'' 'I "~ ~

-s ... 30 ~ e,

• •

''

\I

• •

'I

..,,

~

;!

• •

e~u es:

I

• •

C>

z

°'< w

co w

~ o-

u

•

•

e·

.__

- ~m ~

./

z

co

"'

::> ,-

..,,

<

e o ~ () ~z .., -

"'.., ~w

•

=~

w"' ......

......

.

-J

~ ._

S? 1

••

I-Iii

G~<

9. Ocmoulll 'a Prt_nc.lp<1 I. Conslder th_... .:ty.'ltcm ill. _etr,,11•tl ln Pt1,. 1.;1i. Cha::ber A 111 a. cyll:,rleC' lnto \o'h!c.h comprc:.1>c.! atr r s Ior cee . l~ !s cs-mec t ed by a narrov rube lo Cham':>er !3 i..l,ll'l1 1~ an !de1lt I cul cvt.t cde r fo ;... !he pr eeeure In A ls 1)0 kPa. At. pOlnt X the preae cre lm:; been. C'.!lucr.~ l080 kPa, however Ill !\ 11 ec ruens to it~ 01't>:lt1;tl 110 kf!.. 1

___L_

(') ll00'>

"-'

(

ri,-;-r,11'd

-:

~·-10. 1'hc "~•1ch <:hanges tn the narrow {~11> ii Ir· dec r-ee

:1. r,rae.t tce , f'r t ct Icn . er n vouLd eve r cceung

"'

•.,.,. , (>i -:

LJL(

____iL (')

'''"'

._"""-

~

A

-~"'---~-/

pressure dr'r>p ill x Le caused by :he 1l<1r'rt,v'ng of the t11tu• some of t1l(' pr cs su r e into veloc.!ty, I -c , l!'.e air ccve e f;,.·,
Ff g , 1.1,: disregard!; f r f cr t on :Hui IS rbc re Icre not enc<>t:r,t,•?'t•d ln In ii reel system ~<>rn,~ of the pressure vould bf': ("Otlv~rt('tl tc This pr<':SSun: cannot be recove red so I ll~c the pr e s s ure in eh11m:>be Ie s s th:1n Ln chamber A by che t:m11111H o' pressure useC 1:-. frli.'t tou along the w-ay.

Th1S,

then,

is Bernonl11 'r: Prtnc-tpttl,

more sioply at e t ed :

"If (I {l\1ld flo\ol" through 4 tube r~,u::h1·': 11 const c Ict Icn , e r :-.arro..,ing of the tuhe, thr. veIoct ey of fluid flc-vin.g t hr ougb tl·cccns rr t ct ton Cncr~H)SC!l, end the pressure decreases '". 13. The reverse is at so t.rue , 1 .,•. JI the fluid reecnee a ~~Jer.tnr. ,,r the tube the velocity :t-."; ... n:VER:;eu: ?R!h'CIPAI .. v;,r,c.-,.,\., ,u1••~

.";!.!~,.., •!..

(•011 .. ,

u,.... ,.i

fts;.

1-: '>

1-15

!·,:. l. t'l~c or.e dr ! \ i.hat

z, sta• C!iCI

1-5

\ro· th< 1. the

:tr.,l e ve-

a:

Thr·

4. Lar ~ol a r Prj

s, ece cee

~,.v cu

..rr1 6.

l vhe er.<'

::.~

ccc

..

'

SECTION

'r..i,::

Introduction I, l n l he se& tur bl rte ,~llA Ill<·. compress Lon cf the. a 1 r h,· ( ore exp ans i nr tl:rough ebe tu1•bln(• Is et Ie ee ee by one of t"'\') h:l!!lc r~;;ct; ot co-e.p?'f!~i;<:1r, or,e g!vlnp; n cf•ntrifugal flow and the ~tlit·r an ax!.;il tlov. Both tY?<'~ are .1r1 v,~n by the eng Ine turh1 t\~ .'~nd e-e usually c cupked d! rect ro thi· t urbir.£ shaft. 2. Tht> cr-nr r Lt uge L flow ccepr e s eo r (Plp. 1-1) is a s1~,1e or twos t age unit i'mpJnory (stator) blaCcs, to acce ce r e e e anrl c''(fui.c tbe .111· unt11 r hc required pressure r t s e is o ar a t nerl , l, "''lei, rcisrd to rbe aC:vat'.t.i.ges and dl,iadV':'lnt.:'IP;.-.t: of lhc.· eve rype s , ehe c,•11trlf11p;ol coepr es aor is usuall)' more robust eben t~e ~id.i,l ccepree ec r Ofld La also easier co deve Icp And l!;l1luf.1.ec11r..-. Thi! :u.:fal ccepr essc r , hc;,eve r , ccnacees far eoec air t hen a, ccnt r Lfugef coepr es ecr o! the same frc,n:.al cc-ea and can etno h~ dcr:!g:u•rl for hlr,h pr ee sur c ratios eucb ec re cgs!:.y. '!he Centrtf112,:i1

Flow Compressor

... Centrifugal flow- coopressors heve a e Ing l e or doohle-~11.,·d )tto?clIe r erid cccae Inue t lv ,'l rwo-s t age , s t ng Ic ..s tdcd J;:;.pcllcr ls used, as on :he Rolls-Royce Dart. The 1t11pril Ie r 1$ ecpro rt cd Ln a c.istog that also cocr a t ns ,,. rl nP, of rll ff user blades. Pr!nc1ples

of Operation

The !:::pellf=l' t s r-nt a t ed :it 111;,h spe r-d hy :.!"l.e t::r~tn~· ;1n,:! alr is 1nc:11Jced into the ee ae ee o! t':.c impeller, Centrifugal e ce roe 1','ln!lf!J, It t.o (low radially cueve rde alocig the vanes ec the !l!!peller tip, thus acceleratif'.g the at r and n l ao c.1.us!1lt. a !'!light r i se in pr eaaur e t e fl<'i'lH'. Th(• engine intake duct may c cnee tr; vanes chat provide an !ntt:11 ·..·l,i rl 1..0 t bc air entering che co=.pressor. ),

¢onr.1011<>11~ly

'). The air, on J('«tvfn& tl,r- la;.p(•llf•f, r:t•:;sP$'1n::.o :.he rllft'n!>c":' s-ee Iee ' vhc rc the paas agea froo divergent nce e t ee .hac convert most of the k1r.ectr: cn~rr,y into pre.ss~re. energy, as !llustrsted fr. (F:,. 2-2). ln prac:1ce, i~ ls usual to desig~ the e cepreesar so that abou~ r.al: of the preee cre r!ce occurs 1n the i~~eller and half 1~ the diffuser.

,.

'The .'I.I!'

ir.,."lS$

fl<)t,.·

tln·ougl1

the c .epree sor e nd t'::4::

2-l :

preee ure rLs e

•;c:.:

:::"= "::!:!,:::-: 1;~!:t e! ::".& i!~ ,.-,.rr.r!t:, fr~!! l'r:rrgy 1s i<\·a!l.ablc {or ecnve rs 101\ ~hC' »r ee s orc r r se I e the Inlet air cl r.~e a:'.r Pnr.rrln~ th<' !:q1t•ller t encur r of ...rc rk , •1

·•-

1;•c:;,

l 111•1.-l)

r.~,~.

r ze !n!"C:.e:. '?.;r ::.~ .. l~:'.!.; .i: ::•.Y..~ rbe !::~.r.l:t-r !( f~,!:t"cif'!i i,, tl'..tt 7ftfaC"f to pr~t-s\1:rc. M.o:,-irr "e e t or 1-(11:1:nc!n~ »r eaeur e • (,l't t~e !o ..·r-r tlr ce::peraturrhr- f:r'ritcer e be prr!!-re r l ec (nr .I! £!Ve!'.

er s

i.

T!":e lmpclh·I' c.onsiatt.
, o uu,.·,.,tJ;CAt.

OlFFU~CR

Fig.

Centrifugal

Compressor Componenls

2-?.

z .i

.

Fiy. P.,C$,~rr

2.2.

snd •t'.l<.,d() ch11ni:e; thtt111gl1 • tt«.tri. (1111:.1 c~n,l)rf'M
fi;; .. ;, .J.

Diffuser£ 9. The diffuser assei:bly t::ey be en !rttegr~l ;::;irL of t.h<" ccepr cs ece ::.ising or e sepl'l?'l'lt,ely ut tnched ns secb ty. ln each tce e accc it ccns i e c s of e ncabe r of vanes Iorwcd t.(n:e;entL'.ll vc the !.opelle=· The ve ne :;::s:£:.ages a re di•:ergenc co eoave r t the kinette ene egv tnec peesecre e::~rgy. Th.e cle:.,'!"anee bervoen t.hc impeller and t hc di!'t'Cse1 :.s an :11:if,(')t'ta11: te cco r , es roe sm..sll a c learnnce 1;(111 sec up acrodyn;;~Lc buffeting !cp'll!~cs tr.a: c<:..ild bt"

2-3

:.r;;nsicrrcd 2-(, }.

(f!g.

t

e th" lmpo'l tc r and c r ent e

ai1 U'.".St,-;:11:!y

afr!low

anJ vlbrn.t1o~.

1 C. Ar. Ax ic1l fl uv Co11,pres110 r (:'f i. 2- .5 and }'lg. 2 .. 6) cons !s t s of one laC.e~ of ee rcfc r J scctton and are mcur.t<'.:rl ~t~'t·c:n b1:iiring1. Ln tlu· cas!r:ga !:: 1,1h!l~h are located t"c
Pis,

z ,«.

Alcflow

at

e~ccy

to dlfuser

11. f'roe1 the front t1J the rear of the coepres eor , f.e . !ro: chc low to chr• high nr cs serc ent., che rc ls t1 gcadua! reductlon of the a f r- annulus erve bet\.:<.·~n th.:, rotor shs.fc. and rhc st1ttor casfng. Thts !s nec es sa ry to eat nt e tu the nx l e.l vc Icct ty of the air cons rant as th<.' Cenfllty inae?'eases throughout t hc le.t1gth of t:1e ccapreesoe . The convergence o! the ~tr £11nulus 1$ ech t oved by cbe ta;,erJn.g of l'ie ca.!=:fng or rotor. ~2. A sinp;lc-spo<>l compressor (Fis:. 2-S) cons Iacs of cne rue er es secOly and s r a t o ra ..-1cl1 as m.,ny s cngcs a,: ncces sm-y to nchf eve the i!e,:trcC rll~lo, and all t!•c: el rf!cr_,. from the intake, peaaes tht·ougl1 the ooepr es sor . 1 2. The ml1:.t !-tipool compressor cons Is ts o( ewe or more r<>l or essecibl1 ec , each driven hy there cvo tur broe at an O?tim•Jm SpceC co ectu eve hi~;J1<.:r pr easaec rar r os and to tl\•c gr ene c e- oper;etlng fl~xibility. 1 }. Ot: eo~lncs of the trlple-flpool typt• (Fig. '.?-6) 4 f,:1n is, !n (ect, the Jcv pr ee svre ccapr es sc r and is drfven by its ovn turb!r.c.- sep~r.;itcl; r eee the t ne c rcedrare pressure cccpres sc r .!.1lc;I the high pressure cccpres sor ,

2-•

II I

1.C. , ......

•

~

"~l"na

~-- -- ~ =-~~~ ~:

r-:-tr,c!z!.ei <'r :l:) .. rat!cn 14, Dur1n;, <,,;1t'!r.1rfoo, ebe rotor 1!1 tur~et at tiigh 1pei:>.:! hy rbe r11rbft1<.>, 'iO cl.:11 rht· 01r is continuously ln<'uc:<'C Into the c.om1:-es1or, vhe r e Jt !s accc.•l,•r<1lec! by the rolatinr, blnd~1' .,,ld S\.l'fp: rt,1n.•r.rdr, on ro t he- ad1:St:~oc r cv of e e aecr ':>lac!es. 1'hc pressure e r ee Sn the «Lef Iov r euu Lt s from 1>1e di ifu11fon proc:i'J:$ In the l"()tor blade pa11s.ages and from a 111m1ll'lr precess Ln Lhc stator b La dc pilt:iiuP.ci;; 1lle latter n l s o se r ves to eor recc thf> de f Lect Ion c!ven ee the alt' by the C'OLOC' blades and to p r ceer r t hc n l r- at t l,r oorr ece A!l~!r: 1;0 the ne ee stage of rotor blades. · 1'he last ro1,,· of st11.tor blt1cl1·fl 11Slu<1lly ec t at "a t r Gtrt,lt:hCtnf'r'!I' co ri•movfo thf' ,,,.hlrl frnm thl'

a!r. The c:hunges in pressure and velocity th.it ccur (n lhc tllr(!ow through the ccapr ee so r are sho1,,•n dla,gramm.1tJcally ln Fis- 2-7. These c.har.ges are .:ict·():r.pnn1t',I by .:i nrcgr-e as t vc Inc r cnee Ln nt r tt'niper11ture n~ tllr drn!lity tnI). 1ht· rcaso:t for che s~ll pr es sur e increase thrO\lgh each stage is lht.lt t ln- 1•:1r(' of f th4" ~luclP.$ mu.!lr be lllfftHd 1f ros so s due to c t e brcadavuy .it tlir blades. <•nd subsequent blac!c st.s.ll, arc to be avoided. t'h'e s,:a.11 preasurv else throug~ each s t a gc , cogc tbc r •Jith the sacct h flo"'' path o! the a!.r, Coes c.uch to concclbute co the '!!igh e:: tc t encv of :.J.A nxf;., l fl ()'W l'()1111)r~Rsor. 16.

Because

ar; nx t a I flow

eoepr e ssor requ!res

a large

ncebe r of s~as.es

f"it,:.

2-6

2.6.

! t

. ~ •

pr oduee a hlg\, co1111r•·fl!ll<>11 r a r t o , as chc nueber of !tages :'.n:.ren~c<1; it cOmi•t. ecre dlfficolt 10 ennure chat each slagc ,,..iJI l:'fll'rn:r f'lti:.ie:-.t.'J ever thl' t"!\j:.!1ne s~ced cc1ng1·. An l"lutocna:.lc syste: c ' e t ef Lev e ene ro ; !• tlOl'Mtioe!

operated each

nect•sa..iry

engine

r c m.'>intain

can

ron:pressor

e ceprvnsor

t'ffit:!e!lcy, eo rr- r hnn syi,tcm, ,!riv.et·

bfo aent eve d by havlr,t

being

an

lnrlr.pa,,dent c.o-ax!al shef t s •

assemblies th:'O\IP,h ~!~1,ed to cpe eat c IOOI',~ (off!C'.1~ntly Spc· r-d r.t1,tP. •

':)ut

s more

!~e1dl1!y~

o~·,. eoepr er ee r , hy-

!'lioparate

Tho! ecepr-eaec e een , therefore, and w'tl- f,rf!~tf:r !laxtbtli:.y over

\."1th

t.u?'hl,:ot'

be t!ea wile

17. 7t'r.c r ct cr ;1:lt\t"mh~} m~y ~e of a dr1,;.m o'" dt ac t~·pe cons r ruc r Lon {:"ig, 2-8), n,.,. drum-1ypie. rn:or cens t s t e o' " one or tvo-p Iece fllrP.in to Vh!e.h are secured thi• tn:<1r b Indes •

-~~] I

• L

ounn

I

VfLOCITI

I

I f lg.

......,,._,

2. 7, Prf'!*lrt and ,d,,,cll:t tlwl,ei

l!.sc-typc

rot er

,n

I

,mn

T~a

has the ro t or bl ales at tacti,•I. ~eparate disc$, ,r'l1~~ a~e then flplt1lf!cl to the rotor ti:hnft end scpueat ed by lr.tefral nt individual ~r~~rr rings. Th~ former quires th;lt the drum sect ten ad 1.iriln:. cc the bl.ad~ root~ ls such :hat It ~t:l ~akE both rl,e rndt e ; loae nud cbe nxt al. thrust, tr th.e dt ec+cypc eooe e rucc Icn, hO';.lt<'o'i!r • tbe racl!nl load is talu•n hy tt-.e. discs and che thrust by t.hf> bleCe p1ncfonn ar,d flp.1.t:t>I' ~!t".gs. 'rbe t•("~o::u:ateC end :.hru!lt !.s t.ikP.n hy the e::d of the Jr_c, or the end dt scs .

-

~,,=

thlwitll at1 a~

t,·-

18. Mc:tho
2-7

OOYfTAIL C•k~

f -c-.

•OOT

'"'"t"s M..oM

.....---)

• .;

11,v'

\/'

19. 'rhc s t o tor b I odc s ii ec <•g.i 1n of ecruf <• ! l necr (c,n ;'InT,'lt1011.al ef fecz of fl o.. .-, va r t ar rcoa en che. longer- blades. li: is e Isc nec cs su rv to l<>tk the s r a tor bl ades rn sech 11 manner that they will 11<:,1 rctac e ArC1:1nd the c:aRi:t.F;,

19,

Th<-

eo:i111'~'Hi!ll'>Y

Le;

fl

16

s

rege

,

high-pressure-ratio

•

.i.xl;1l

fl~,-w

d

e-'

t:fs;n. Ai:-, taken in through the front I raee , passes through success t ve s t ege s of compressor rotor blad("S and coeneee sc r stator' vanes and i$ cou:i:>re.sEed as it passes froo s r age to s c age to an approxl1?;c1tiv,e pressure ratio of 16:1, The lnl<'t. G~dd~M\':1oea (IGV) anC: the first of slx ~t.11ge~ of~stc.cor vane (\'S'.1' S) arc vttl'!:th1c a nd provides stall free ope eer tea of the compressor 1,hr 1111p;i111u t. a vt de range of speed ad inJ ct t; 1'lt.pt~ :'it rcr e ·

i.-s

I

I

20. 'rh,· com1,re1J1.>or r ot o r is a spool/di!'lk ce ruc t ur e with ctl"r11l"fcrenttt1! dovet a t I b l ndt np . 'rh~ ft,,nl nl the cceprcs eor ro::or !:'I !lnpfortiel liy llo,J r ot Ic r t:,·arittg a nd the rea r of :he reeer 1$ .suppQrted by N~.!, l'<:' Le r beari~g. ,\n air duct, supported by t he rro11c: .;1nA 1t,,, rear sh.ift!I, ruct e a s:age - 8 air afc throoi;th rbe eeo ere 1)( tin· rorc r toe ?:C&!lcrtc:~:!1,r <'If the '!' Au,np eee t •

S!AGC 11 TH~IJ 13 S~OOL HAGE l BLADE

-

STAGE l DISK

AIII OUCT AS$ffJ.l\l Y

NC. 4R 3!A~lt-.G ROTATl'IG OU"El AIR-SfAL Nl,. ..

STAGE IO DISK !"AGE 2 DISK ASSEM!LY

STAGE 11·12 HUl TIE CLAM' SlAG! 3 JHRU 9 SPOOL

COMPRESSOR

ROTOR

2-9

\

STAG: 15-16 HUB TIE CLAM' NC . .ct !fAll"lG ROTArl"JG AIR

SEAL

ASSEMBLY

or

~l. The ccepr e s eo r s r at o r hai. one, s t egc inlet guide vane and :6 stases: of s ret cr vnncs , tH,'l.p;(·r. l tn O e re var f ab l e , Thr fltator ct•t.1nt, con~!st£ of four sections bolled t oge rhe r , \ol!th tvc frcnt cas!.:o.g halves anc' rvc rvu r ct1$lnY, h-111vcS, Ti. .. t\o.'() ve r t eb Ie stator vane aerce cor lever a.f:s(·rblJ<.i,-; ,,n· at t nch cd (1" 11r:l"1l (\'.l.'f crJ1d1 n)l. nrul prt•fltairi~atior. ~Jth1n the gas turbine.

Fig.

2-10

2,11.

rtov vt j t lu'\·,i'k :<.1.:1y (r,;111 lh•! sur t ecc of ,::~e i.HrrcrotJ a eon,!dareb~e pr opor c zoo of r 1,: l t '1.

and ::..._e !\'>!l

will

lose

2 ~. The ':>lades of an .sxl a.: f I ,YJ 1,: oepr-casc r • re .a.~tu11 l J .,. s-ma! 1 aerofo! l r vt th n cr oas ecc t Lon shape sl~llar to that of ,,n alreraft. '1..'ln#;, ._'hen llltlr angle c-t e t r ack eeeese e too p;r1"':lf, n at nl I c-esul:r.. !1 n1;:1y ap;ear :hat tl":e en~le of COMl'RE!~::iOR StALL

Anglt•

of

At.tack ~clativc

4ir

rtow

=::==::::.--~~ A~tofoil

aerotot angle

I .i•

~

UL low aagle of a:cack.

I

high

ot · attack

Acrotoil in thr Stall

F g. 2,1),

---. __

Compressor

2-12

Sta:!

Fig. Shrouded

Qperatjup

1.t2.

l!.!aCi•o

ccndt t rcas

22. Outside the des tgn t·("):".d!tic-ns. 1 hrt flo..., arounrl r he blade tt'nd.'I to dctc-ni>l':tte into vto Iene turbulc-nc(• and the ~mooth par t e rn of flow t:"lrol•f ... r.he stage or ~t~~e.s ta eee e eevez , The conc!!tlon, known ,'ll't stall ce trurt,.:f!, cr eur a vhen lh<-' seocch :'lov of e t r throuf,11 the cceprr-s so r !.fl df s t urbr-d . ,\!(hough tbe rvn ee ree 'staJl' ~nd "surge ' a re cf t e n uned synony:::.o·.,:i;!y, thcr(.' t s a di.ff1·l"t>nce vhich ts m,inly a rmr r e r o: dcgr,~fo. A stall m.1.y ef fecr only one ntAtt! or even ,1 group ot st age s , bu>' u ceapr eeec r su r gege-r.eral ly refers to n ccepte e e fl<,"'' brecskCowt1 tl-.rcugh tbt.• conp r es e e r , ~ressor

Stnl l

23.

The impct)\'1~a11•nts in engir.c• pe rfc reence heve been iH':C.oapanie:nt.ly in th"' 'nigh pressurn ent e s . 2:..

As l't,(' ccepr essc rs mo\•lll8 b Iede Ls of air!oll sbepe , \,'(.' <'.'I" c e.e wing ebec ry or s:al:. to tllustr:'!:e the problem. A r;;r..il! in an ·aircraft •,dttY, .... hen t he- nonr.~lly sm::ioth ..i.~r flo-.: b reak v :!t,.·a:; anr,le of the wing 0:1 t':'ie alrflCY., 16 mc ree s.ed . '!'he 8.!';gle of attack ant',1( formed by th" dt rec e Ien of the .~tr!low r,:h1L!,.·e to 1-he chord the a f r fo f L. \,.-nE'r. r.he ang l e o! a.tt.i,4 bec cccs tn!l ,;:-eo1l, t~,-e air-

tltl• e t r c rnt r

eecnr e .as the J$ the Itno of

2-11

2-13

•I

I

:11:::c:i~ oJ ;J com~rcasor l+!:lflt' vitl noc 1111nec ':>ecaura· 1 h,· :1aC~! '!.'!"~ l:.~t':.lleJ •,d.t';1 P. ftx~d ;111t' le in r.l·,· <'<11111>rr·~i,:er disc. ~hfH •,10.::.d ~e • ru,· !.f :h,· ccrpree ao r Jlcl uo- rot ee e , IH>\,h·'.•i•Y lh,• t r ansve ree ,..~lr,c'ty f.'I! rhe h:"'ncs ,t..e

ti> r,1r.'I! Ion h1,s c1 l4r~P. "'fr1.:r.:l or. lhc an,g:c of 1r,, 11 ta~k. n,.:; .o:i.;le .~r at t,'l('k u;.1 r r r-s ncco rd t o~ I n l he inJ ct a: r ~p~,·d nnd rotac te- • tu I tu- di a,;tY·, .. Ii,~;; rcpreeent a rl,e linear v~~O<'.il:y or 1<;.c ':lade due -c ro1:.t'.o:. h 1hc velocity and d1rr·,·tion of the 1:1l' 4·11r.,·rine the co,111,T,•,,•:,r. The ve Lcct r y rs n 11-',i,~}i 11'1 r.h,• dire cz Inn of :,iYf.'o"'' -c Int tve :o che ,·h1:crl c the ':-lade. 1·~us the tn,_.ctle 1'lf attack 1n ,·~11;,hllahc.•\: :n'.!Pt ·,f· !.l?c,;:e, .~ hl!"1 i.n&Le (If :llt:1,::k. end P. po!:fdhl<· st a l L ii; :ikcl;· ru ~.::t.:,,r. re e ,tny -~:'lrt1r11ltil" "ritsin~ the <'.omhfut,tior of cczpresnor l~P'1 ""!.! in:~t air ;?l'(""!·d:: '"'lich •·'I l cuuac the nr e l I ,,,.,~ kncwa , (!'ip.. 2-::!)

'A

:=l 1,.P. ~

fo"t

;1.t>.ruel

:1)

S,er.,a pre,~ure

I~

it.P.M.

p,~,,,.,r~

~i,=n.tl

2-1 ',

2(), The. deg r ee of ~ou'lrref::'l!'lr s t a L! .... ~11 wtry lrom a :.o...- e!'!t!n .. rur:.ble resu~t!ng from a partlel stall, to a violent ex;,loaion. fro111 11. ful: atall, PartlBl s t e'l Ia bC'!.ngs a resuccion !.n the airfl<1,,1 throuph. the t>nptnc, the (\It''- control wl 11 rr, ~r.ek prt>tibure on the coepres so r , nut! pe-rmi.ls un lncn:~flf: In. e r r fl(YJ, This !u(•l eee e eet i..•!:t reacor e the fuel !lCYJ, And back p:-easurc vt t I Inc rcase . If the back prPr,f:tirr- hf!~OO~.!l too f;l'<'l,"lt, t:hf! e e et l wtll occur a~a!r,, a nd e he eye! .. v t l I k1·cr cpea t Lng It sc H onl11 e cr tcn Js l:1~u·n. i.i.

Ac-or'(' $1•\•f'rc cott1prr•ssr,I' :.cnl I 1ii lnrl l,y ., rl::;i- ln t ue btnc g1H· reepera cur e , vt hr e tt on nr ~ol.l~h!ng of the ccepres ee r • A surge. :.a f"V1de-n hf :'i btlnr, (If v.il'ytni ~1P.vr-rtry ftrllf' r.t,e 401\~ln;, ,"Int! it rt se Ill turtitne

t1=mpP.rature. 2.!!., areeeer tludl'n, ~re.a::y ulJltes

The dn.!:!P.n Ie ecur es fltlil l thrO\L~h cbe use r vtn t11l11 r r tpt e spoo l reduced ":>y the actions fuel floi..• for ch.s.ngt~s

of mode:-n e~i:-.es has all but elioi.nsted of ve r r eb Ic Lr.let guide vanes, va r l nb Ie »t eeepr ee eo rs , T~e Cs.ager of :he stall ls of an .iolt'':'•H t c ftu·l coot rn I 1.·t1 r vh!c:'" ccndt c Jons ,

ccr..e ee e a:110 :-,-p-

A!rflo"'' Control 29, le ii; ecee c Iee s necessary lo ut:f- :1 !.Y<:t,-".1 nf n t r f l ov control co ensure the efficicr,t <'lpt'r<•llnu of en e ngt ze over a vtde s9eed range.• end Io cat at e tn the safety margin rcfc.~rr~·(• re tn Pl'l?".'I 22. The ayso:ero usually c cnl'llfltl'I of bleed!ns cot:pressor a Lr fror'. nn tnce reedt e e e s:age either ee atn.~P.;)here or a rov of intake guide va ees n:my hl" ,"lrrflll~'"d so thet their angle i'i t11.1t11m11t!C,"ll l y A(!Jufll'..Atl to m!nlroiz.e the stalling of tht- fro!'\t s::1.pc or rot or blt1dPf; ti! "off dt.~1l&n'" engl:'t<: cond!.ttor.s. Some en;.,;lne:; l11i\'fo the stater blades of a nuebe r of s 1 ilf:r-fl r ha t a1.1:om.,t tea 1 !.y a~ just t hr- I?' ;inr, l e , JO, The ;1111out.t of a t r bleed from rbc cccpr esse r may bt ,"IC.C-Nnp:!shed by a mechenically, pnc.•umaticall:,· or" hydr11~11c.:llly operated veLve , \.:h.i:::", s» open e c 10'.t compression ratios and c Joced ~l1<•n ch.e eeg t ee !s O?rs:1~!1 at or a~~ve !cs desi.&n condi.tton. ~~en th.c valv~ I~ o~en, the atrflo~ acres& the r enr st.,i;ies il'l deer eased, 'r..:ilflt the: across r he ca r l y s r as-e s Cf: t nc r enned . ihl.s pr evcnt s t hr- eeu e s tnges from c.hoklng, due co a hlgb vo Io-« of che at r , anC lh(' I r cnt s t agcs rr-oe se:ill1ns; because of a Lev caas a Lrf l ov , }l, The va r Lub l r- ..eng Ic t nr ake S'.lide vanes gi\'C a vhirl co rbe e t r enre r t eg t.he fro,,t of the compressor, the
32, t1atcrlal t•r("; ~hu~en for their fatlgut• rc$1Sts1nc.f' pro,).;.r:1e£ at the pre.$sure.s and te(:peracures: inv,ol,.·t•c!., tfshcness: and e.hc ?OStlhllit't' uf tri,.i~estioo damage m·.:ist also b-e ca~en inLO ;1ceounc.

2-lS

)3. 'l'IIP. rotor ;1r,t! s t eeo r 1)l!'lde6 ,-.f an axJ:l~ e.om;re11111or ATfll usually m'ln.!facf.\Jred lrl1m .,!u~o:urr nlloy, r.teel or t!.:.11ni\lm, depend:nt, upon the l oeer lo!'. ,11,nC: 0011 I l'!'.•10::. uo r'c I *'R temr.-· rn t ur e of the blad\!,:, ueveve r , on some c11y,1,,e s , cu rbon or £ l 11s£ !Lhrr- compoi,;; I ee ee tcr i:i !t. may ,, 1 $0 be uur-d for bl.:u!r.s 1.n I be cooler pt!rt.i. of thr. coep r csno r •

3i.. aree I 111

Clrn,1lr~ssor <:.i.Sll'IRB arc u~ul!.lly ;.1lom.l..nlu111 alloy al the !cont nnd r.he rcar , l'lr.d eay he llnl·cl 1,,•ith no t ee absorber.t m.'lt4"rlal.

Compr(•i:sor S~ ~5. !>c·f1t!.1tion. ,, iitl'll.l is cau&ed by the aerodyna!!!ic tlu\ nor:r.alV°!:-moothatrfl<"'11 t.hro~t,ho11c. e ho ,vu; tuC'bluf·.

d111turban<e

of

Jdc~'I I !!cation <•f s~all :.\6. al! l'f::

Ji.

;. stal I e;;l;' ':!: indlrrlted a,

Abornal cnt:lnf· or roar,

c.

Fluctu<1tl:tt:

t.

Slugr,Lsl,

~·.

:-:igh TS.It

a.

Steady State:·

b)' \':lryine t!O'p,rees ct tlic foltowt::.s

nof ec :H1c:h e s ;1 101,,· !ret,,ie~cy

th:-ot t Le res ponf.l e .

or rapid

r tne i.!'l TS.ii.

(l)

F'lxf:!'~

(2)

tnac repuect ee or

'!ranslent

(;)

H:) rumble

»areee rc rs .

r lrr ot t Le pns t r rcn • ,!tunsi;;c

!n ba s Ic

ccepcnent e11,

r.:.c.-sc

ence-

.(Throttle

r.ove~enl)

Oisccepancics in: (a)

t:ain Fuel Conc ro L

{b)

Cit

(c)

VS'.' Aetua tSC>r! Mect".t!ui-sro.

seesc r .

?;'I-fl

t•.;rb~110: gai;

scr eaa

~ar~

Slall

)It

F.1
CharllCCf"l'izcd

-~

a.

Hur.g Sti1r1.

b,

SJ(Y,1

c.

H!p,hc-r

chen

d•

ll!g~er

thll n non:a l T5. 4.

t>f

n ceet ernrr

un to Id Ie .

eorr-e L fuel

ffi:l!".l fold

pre e eur e •

Com~_es!'lor St.-11

39. t. ccopr eeso r 1tt;Jll MY be de Ltned as thr "rnab:.'tt>' of t hc cceares anr to prevent a loss of pre saure ratio l"~~\1lting !n reduced pr.-•.~or~ 1,..,,. l at the cnepecasc r- d! R<:h(l rgc" . ~·he,l th ts C:cc'!esr.e 1.-, e I rf loiw- beec-rc s cr!tical th(• oirfoila s e o 11; that t s , r>-c limit to tl':c eaxteue 11nglc of 11ttack the aJrfoil!i vtll C.olcrate h."1!. h1·<."n exceeded. Com;rc:!ior h:
and Controlling

St."11Jr.~

.!O. Ocepr eseor !ltall can he 1nlnlmizeC: or pr eve nt cd Cy seve rn I mct·:ods; GE oecs the "VSV" sys ece on the LM2500 ee eoar ec l the -Angle of Attack; ~ o: the. nlrfolls, thllt, pr evene rng compressor s z e l ls , ~~-ic pu:ipini r:npabllity af rbe airfoil 1$ greatly l'f>rhsced 'vben the n:"1;>.l<' of at r a ck n~ the cnceec nsare is improper. /drfo11 t ur bu Lence cends t.c ree r r Ic r or b lcck the at!'fl()w :hrough tlu: cccpree eor , thus a. losP. of pu.r::ping: cepab t z t ry , Tht· Hf'C will Chitngc the ang l e of e e c eck chrcJt,h :.tu• -vs\•'· achedscc r ron ;J.!l 11 function of t,;~G a nd CIT, A chane-f' in t,;:;c and err lnc!:'..earen u chanse 1:-.. r he ve tghc fl()I..' of air through :.he ccep r esec r . A ('.~l!n.;,c rn dens t t y of cbe In Iet; air vt t I ccso te in a. chenge of \l<•lght flo.., 11~ u Lr thrr~ith the ccepressc r , A!': 11'1<'.t'("ttflf" in ClT .... 111 tnd t ear« o decrease t~:
r.sJty, therefore· o decr ee se rn u Lr f Iov . lo orde r to 1M,{n~ei.n a. eoe-e eue ccnpcce ec r pumptt.f! ca pab t Lt t y at n xf vc n KCC speed, ~hcve id!.e, en irtt·rc~!.,t· in CIT v!ll <::i.u!":t• the \'S'.1 10 move: in the c l csed dtr,•ctlor., O!' to i:-ut rt i'nOthl'r \.:S)', a deer-case in l.'('lt,ht. f.loi.• of air as tndtc;:itc<. by an Jn~:'C";i~1.!"1 CJT, will ceuse the: VS\"s to re:-..-:iln c Ioaed until a hlp;b,.,t' ~..::c sp€eC 1!'1 reacne+, In o. ee r rru- ;;,pplico.t!on che C::'11', pressure, ar:d ~£o:1Y,l11 !tow of air l.'!!J n,,t change so r-1pidly, comparer! to nn at rc re t t , t~.ere.!or-1·, r-et.u:ctng stalls ~111 be at nrer ecd . ~2. Darf.1'1.?. «l transient ccnz t t Icn pt:!!f>in& C:lpi'bility/~~ompl"'<•SSlon ratio is ule eeet Icn of the MPC ~y sensing CIT, sult of ve Igb c f]o,..• of air throui;h the

(thro:.tl.e ecveeent ) , the cccpreseo e ecnt rc red by the accel/deeel l':c:"cdI\GG end CO!> (l'S3). CDP is cbe rel':()m;>rt'>!lSor, Thus, during r rnes Ienc

eond.itlo~s the pr flo.-..• :.(l an l!:('.t1·l/d(·•·l·l ,'l!lP,1,· of a: t e ck throug}', ~tf'C

4J.

<1,

c.

the cceprvs st,11 schcduf e .ir.d by f)(lfllt!untng the crens!.en:: <"Oud.!rlon.

eeecr

s

so

r

mcter!n~ the VS'.1 to control

~'1t'A1r.

by

r

ce

tb

f\asic ge.s t ur ht ae ,lf,11:rcp(lf'Jclei;: ( 1)

Ccapr es so e rl.:,1t1<1t:r•

(FOO).

(2)

coepr ee eor t:ompo:,rur

('3)

C<>n.;1l't'G',or

ccnt eet na e tce (dirty),

(J)

f.cm?res&or

erosion

(Lt)

Blockar,P.

(I)

VS•: nl ut o r schedule

d0'.1ni;cr._.i,m

In I t c r e ,

(e xrens rve ) , fl'otn compressor.

error,

(I)

Rlggtns.

( 2)

Assemhly.

())

Broken

(4)

HFC discrepancy,

( s)

C:I':' sensor

(~)

Plugged or broken

Operation

or be111

C:tlui;rd

~y,

coeponc nr s .

d l sc repe ncy .

C1JP Id ee ,

our s tdv of ac tbor Lscc

5.

ope rar tng enve t ope ,

11 ly 1,Bt CC

\'$'.' Positions

for A11t~-St.:1l

f./1,

The VS'.'s shouJd be'! ¢](1Sr.d

a,

ti.

or nc e e Jy closet

d;.:r!.ng sc.trc.

\'SV'£

mJnieirn (c Ioaed) •

1n1-~h-sp·f:·E!'d .. : (1)

J,

1 rs rce

(<:eneral}

'tow Speed (I)

c-

I Opcr.itI.on

'.'SV's

I C(

move tova rd a more ope,, pcs t c tcn ,

t! ! ?ll~tt

le.:'ef

,.

~rucr ,seer ~age re be

1a:' a

Low CIT; High Densic,·

re Ci Utjn

Leed

2-!8

~.

.!!_iSh CJ,Ti.:.!,o,... Ocns!ty (1)

Delay

o;,ening

•

until

higher

rp: ('~CC}

... ,~,--[

~_)

.:l!IIOW

is reached.

~

~'.ltUCfl!>,..
l'LY..

•:>T~r-c..

I

2, 16.

P.ntor Bl.1.d"°A A5. the r-or o r hl.1.des are of aerofoil section (Fig. 2.16) ant ere .isue l l y designed to give a pcessurc gradient .ilong eher r lel'lg,th r o ensuec that the e:!r !!.'lintains a fairly un1!6cm (litl:,1 veloetcy. The h:g:".er pTt".$flere rove r de the t.fp balances ouc the ccnt r r !uP,::d ;1et.lo1, of the rotor on ;lif' at ra cr eee , To obt.s.1n theae condicioos, it ls nt'c~~6,'ll")' re "cvt s c ' C.~'.,• b.t..;u!,• from roe.t to tip co g!vf' the correct angle o! s t ag gc r itt. e:1.~h pe>1"1t. The lcngt.h of the bl odee va r t es froo front to rear, the front or to~ pceeeuee Jladcs beln& the Lcnges e . Coirp:-(n::e:or Rear Pr.i.me Assembl~· (LH2SOO) ;.(), The coepr esso r rcer frame e eseeb.ly cons t s r s of the or.:ter case , c11.fstruts, the hub end ·s• sump hoosinP.· The out.er cssin$: au~ports t he cor- .. bustec, the fuel ::ienifold, 30 fuel no~,:.lf:$, t.""o s pa rk ig:-.it.ers a:,.C tho> (lr~t stage high pover turbine nozzle suppor r . Tt c11d are t akcn in the hub and transmitted through lhc IO radtal status to t'1P. ce sc . A:-. in.t~rnal martifold within the frame extracts e!.= f r om the c.omh,.istion area -e nd routes it through se ece e 3, 4, S anC 9 to prcvtcc cus e cee r bleed et r fo r the ship.

2-19

ST1.U1' O~IENtATION C!>I> u.AIV.Cf

VU•ll

tOAMlll~NT CUSTOMJ.~/ lltC!> ~.

fMf'll' •

CL'STCMElt

e.nu

SCA\'11'.G! •

cor L(Al(),Gl

CIH VA'
no 1"'1)ov.,~. C,.\'lTY

lO """.ilfNI

,o, o,l ,r(to tl~ rel="nofollow">o
liC,----,

AFT LOO(lt-1C, FOJ.,..•110 HUl ANO Hl.'f. !.O:UT

COMPRESSOJ

REAR FRAME

2-20

SECTION THREE COY,BUSTION CHAY.!ERS ). The eomhuntton cl11tmher (F!p, 3-l) has the d!f(le'.ulc tt1sl< cf burntn.g lar-ge quantlc!cs of fuel, supplied through the fuel burnere vith exten.e tve vctur-es of air, supplicC by the compressor. and releasing: the '!'.ea: !n sue~ a manner that the atr is expanded and aeeelerateC co g!\oe a aiMoth stree:m of ufltfort:?.ly hented i:;.'tS at all condlttona required b}' e te turbln,·. !his t.l!lk r\11::l be accoerrf t sbe d vr th th•~ fl'l1ntm111n lo1t1t !n pr~!!.1111rf' nn/ '«11{11 the maxic.um heat release for the limited space available, ' The i.1111(\'Jnl of (\1c1 a:ddet'! t n thP e t I" vlll clPpe~.l upon rhe tt.:iidm~iei cem?er,'lture rise req et red an
(Comb~·~t lo:· f.liilff\bt•r"S)

j.. func.:llon, M\1$l hf' (','\pnb!f rel="nofollow"> of tn.'l.!nta!n1ng sta'::-le an..! e!fic!en: c:>mbu~t1on over a wide renge of opcratJ n~ co1:.rll t Ions 1 nvc l vi:".£, l e r ge '-'O:u=.es of air and '-'.Srying eeeue e e of f\1r I.

fig. 1. 1.

,

••

•

C
.\ typical .:ombui:tiotJ i:h:i.mt...r

,-1

'f

101r,.,;

I t,of'l'l.:d td l'/fl•<·I ratio lor c~ficif\ot r-uebu s t Ion is abo..:it 1.5:t, hut nvere l I ,, 1.- r« fu,•1 r-ar to o! u bcrnc r could b.- becveeu 50: 1 ond !SO: l, se cnl v ., b(•l' r 1 /li of t 111• a Ir f roc l he compresaoT { 1: 1'1C:r 11,0 l ly used !n eamJ1..;.fl•t =ion. 4. flame

lgn!t!J?'l· El4!:¢trll" is the.n self-s1111tall'lll'IP;,

.5. i:u,·1, Ato,nlt;i•d tuel into~ fine co~t.

!lp(lr',,c

Initiates

by lnject!on

comb ..!f1tlon

throup;h f\1t'l

011 J1l<1rl!nt,

nozzles

v:l!ch

I

the

bre.~

th

r,.

t•

n,

vc ry hlt1"':l tcttperaturea

b.

Creep

c,

P:1r.!?,uc'•

f a t Iure

du,~

10

of

e.ombui1r.1,11,

t ..ero-re eur e grad!eric11.

rhw to vtbrnt tcne I s e eee ee e..

::re ration ldr

t r oc r he compressor encers the bornc r wl t'"i a vcloclty fat too h 1.Y.h for ccebus r fon, the f La ae voe'l d b~ ca r r t ed .-way, 6'J abwt 18% ?asses as pr!rury e t r Jrttn rhr prlm3ry c0111bustlor.

ecne throush E.tin.G effect

n,

swirl

vsno'ls wh:!ch 1t1
it'. f!°01lt.

,\ further

lOZ passes throu~\ li~!~s 1.:hJch arc .int;led ln th; va l I of t:IH! fl;1m<• tt~b<.• body and interacts vith the prl~sr:;S. ur r 1"(1 fl>nu a reg.ten o~ !01o.• veloc!:y r-e+c f r cu Ia t t oa 11~ t.ht :"unr n-f ,'< t.oro10,JJ rlr,t; (Lt cc a azoke rins)· This has t!:f ..-ff<•ct hf .stabllising a~d anchoring the flame., c.he hJ'(lt 1, I i1<' rv-:c l r cu Lat lne gases hastens the burning of freshly InJ~r.11·rl fur·! drnpl<"t.s by brlnclng e hee :o isnltion teaperat· ur c .

,·

fig.

3-2

J.2.

00

--

--~ 0

Fig. '\.4. renlarv Cunlt>11Uion Ah

c,

a.

!ht> lcmpccaturc of the ccebce r tcn g:1~f'$ could be up co 2,{IOC•c which is far too high for the eat e rt a Ls ln the turbine b l ading so the. 72:: (I! nt r not l•S.cd for combustion coo-ls d()vn th,· air C061ng o! the burner and is prcgr ee s t ve ry t et rodnced into the fJt1n" rvbe to dl Iu t c the ga.s !lo•,;, lo-werinp; 11:!'; tcm,(•rature to the o:octeum c:11.:it cnn be use
1'ypca of Burners e,

M•.1lt1-Chatnbcr. t.ubc and outer

Scoaratc bur ae rs each 1,dth 4:'l r ene r :"lA::t air casing jotned by !ntPrro,11u•ctort..

b.

Tube-Annular.

Co::mon air

(Can-Annul.1 T

c,

Annular,

f,

Stn,:t;le

llnnn\;u•

c.s.s!ngs fl.:icie

vt ch eeve rn ; fl:lmfl ruht'S·

eobe

(onnc
and outer

flame..• tube ca&!.ngs enclosed by :nnec and outer aic e~!'l!r.t,~.

Tht- l1}ngth

of this type is ]5t of cubo-enne te r !o:- same d!ameter resclting in ve!ght !'l,'.l\.·:.ng nnd tmpro ...-ed <":O?!t:ustlo:-., 15% less at r is needed for nt r <"nsrnt <""oolln,-;.

TI!l'l(l,.t,N"'l!IAR

CR CJ\N A"'...•VL.,,R

fig.

:!, .v.

fig,

3-.(·

J .G.

9.

!la.111Ft

Io

Combur.tlon

reen r n allsht

sttthllity m,~:iris &moot\: burn1~p, uve r a vf dc epe rnr Ing ranP,1'.

and :II,· ab!l!1y

o!" che

~O. The (:01l l .:1ir.l np; walls anrl .lnterna 1 pa rt a of l he cceb« st !en t"t1a1!.hf·· o.,"r be capttblc of r,·sist!~F: r he very hlth gaa tf"t"rc:-atur" Jn ehe r,:-ilr'l!.r7· ecne . !n nencc rce , this 16 nch teved by u51asi; the best h<.·ut-rel'l11:;ttni a.acerL1ls avall.itble and hy coollnP; the r nne r val! of r he f~ao,: rube ar. ;i:Insuf a t Iun frOlll the flame. I:.

The cnmb\ls t ion chaabe r ett18t also 1.1 rt he ta.no! f"r>r rot. ion 1ltu· ee tl1t· of ccetbcs r l on, crf!l"p failurt" ~h,c :o r aeju-r-a t ur e f;:Yt•<'ler.cr., and faliguP ,!uc to v I bra tlonn 1 s t eesaes •

;ir-0,locts

...... , ,.,...

...... ,:,

.,..,) .. i ( .. : ...,...,.,...,...;

3-5

C1.111,h111c <•!' (LMl',CC)

' 2, ':he -=.o:::':)u sce r ! fl P.1l11nJ 11 J' tu:,I corn;!s l s c:( tour ma jc: r ecepenene s r Ive t ed ecge r hc r . <:owl (dlftuser) l\li&e:!.b!.y, ncee , tnne r L1nar .&.nrl Our; .. r :..!t.er. Cov1 _!155E:mbl:,, 13. The co .... 1 assc~bly, Ln <:011J111lCtl()r1 vtLh r he cceprcs so r rear fra...,,., se r vcs a,; a rov!dini:i uniform ,~<1mhu.'lt!(l1~ tinrl e ven trrr•·rritu:'t, d1~Lrl1111tto!!. a: che tur bf ne,

J4. 'The Come contains the thirty \'Ort~x-1nda.,:fll? ax t a l 1:n.:!rl ('ups 1o1htr:h pr¢•t1,!t• flt,mt.• s tub l Ltae t Lor; and m.lx..lng ot the fuel and air. The in11•r1or Hl1rf;tt'1: of thr.• dome is protected t eee hish teepe reccr e of combustlo:1 by a cooling air file.

: ;. ;'hi" I nn1>r and no re r Hoc rs Crom l be combust ton cbeebe r . PrJm:l ry c:nmbut.tfo:t and c:oolinP., air enee re throup~ the clnstlr S(lace~ hc l e s ..,.h1c!t 1i.~l1) to ('fHlC!'P. the f!a:tf' and :ldml t the h.:tlt'lnc4• of t'c:mbust1on a t r . O!lutl()n ncfcs ,,r.: ~npl1)y1·C "" the inner und out.er Hnc rs for uddt t Lone l ailxtng to :ewer th1· g,,i. t.l'tllJll.'l"<:il11r1.• er t bc turbine Iete e .

f'ig.

J.9.

Combustcr

l-c

filrnnr! In par t s of the turbine. !.._ 1t,"'l(C1Ah

••.l!.1lHl ll.\l!rlE

1u,;.e,:-1e AU.Of

rig. 4.J.

4-1

z.

To ;1r(itl11<.·i· rbe drlvin3 r orq oe , tl,r turbine eay co~1lst of aeveral <.•:,ch 1:n-plnylo;. one r cv of scnrtona ry nozzle gu!dc \la111:t, nnd coe rut. uf moving bl.idt•ll (l Ii,:, 4-l). Tti.c ouebe r of Rtagea depends or ene enee ebe ewgtne ha.s one shall or rwn and on the re Ia t Ion he eveen the eeve r req,u!red fr<.~ lht> f:lil!'I flo ...•, the r cr at Ic-to l Rf!eAd 4t which Lr m,ir,r bf' J>!'()ducf'-d aed the. dt eect c r c:,( ;-ul'h!11r. permitted. eovcve r , vlth the advent of h!.gher coo pr'f:!la:icr. re c Ics , t hv t<.•n,!1-ncy Jn recent year~• h.if.l b.-"~ to tncreae e the ffJt:be:r of et age s . 'll:llj),ea,

J, The numbl·r of shnr r s ve r i es with the rype of engine: high ccenr csutcn rar to engt.nee usually heve two 11:hafts, drlvlng ldgl1 ;ind Lev preasl•::~ ccepres sc r s (f'ig. 4-2, 4-S). On ecee propeller or uhA!t-pow-er engines, -dr!v!ng t c rquc is dc rt ve d frnm a free-power t ur ht n e (Pig. 4-4). The •h.if: drt•.•ing thr- pror<.·l 1,·r thl"(111p,t>. a reduct!.on gcar , M,'ly be me~hanically indepeodene of crj-e r tur!>ir.c und eoupre seor shaft~. HIC:-1 ,R~~SUkl r,,:i1lU, GJIDC 'v·V'I°

I

i

{:0H&U$T,ON 5Y$TfM 1",0L.Nll...,:; ~LANGl

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I COMl.1,1~110N \YHlM MOJt.'r,"'~ ,I ..,NG[

11.1-r,11co, ...1cn.usu~(.;;~~::f~~ /111G•l 1'11.£SSUII.£ INl(MIIArt IICAklNG

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INTt~'1(tll'An 1>11.!'S!U\f T~!~ll!Nl Sl-'N1

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l'l!ph

Prasflore '!urblne (tM2500)

~. Introd~:e.tto,1. Tiu: high pr es sur e tur cf ne section hLgh pressure tucblnc.• rotor, f Lre t nnd s~con~ .!it:tie turbine b.ILcs . T"lt- :1..1rbl11(• ~xtr.:irts r:tu:rf;:r· fr~ the i;as stream to pree sor ro to r ..-Ith which Lt ls' ltK'ch.iuh:.:.illy cncp l ed , The c:: rec: the hot gas !rom the combustor onc.o th<' r"ctor bledes aagle and vetocr ev.

consists o! the eee e ie ee s eedrive t he cccturb!ne nozzles e t c.he c:;,t!i:.-u1

R1$th Press·.lre Turbine Rotor 5, Th(- front end of the rrx.oe- t s supportK et the ccepr cs se e rotor rear shaft by lh¢ tl().l. -o tf e e bce rrwz . The rear of the rotor t1> supported by r-.·o.) roll<:r 1ie:lri,ts; in the tur?:>lnt~ m!d !ruie. Tr.e rotor consists of a ccnrce I torws,roth Gl:t1-:1>:: afo.• Long shan't<.cd ..-ad interr.ally cooled hy ,1 continoous f Lov of com-

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t

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~. Ir vt l I bf' r,ften th1.1r the noae l e e and blude,: of the ll1r?:tne arc "rvt s t cd ", r.he blad•·f: ha-.•ing ,'l 1>tagt:<'?' Angle t.llt"': !a trctiter at the tip t hen at lh•• roo: (rt~. Ji-6), The reason for the t...,1,it {s to mr.ke ene g~s i;lo"' frof!'. the e(lttbos:10·1 S)'ittem do eeun L work at ell poRittc:u; ailonp the length of che blt•cl•· and tt> eusur e ttu,t the Hcv enre es the.• f·~h.aust sytltl:'t:. Y1t~ a uni In re axial ve lcct r y. Certaln <.·hallges Ji, velocity, pr e s sur e nnd c ceru-ra cur e cccor t hr eugh the eur btne , as shown d!agra111111Ut1ea.lly ln ft~. 4 .. 9 ). 'l':1P. lo£at·.·;. ,.;,•::::c.~ pr cvee c the tvrhl Ile from tu·1e~ l(lC p4-r eent efficlc.·nt. m-e due l<• a n~mbc.·r nf rea scnn£.g. ttc.·rodynamil' and s;as lcaknge ovc r bl.!:des, r<.•r.:,lt in iln ove r e l I cfflc:!e.ncy of ap pr cx . 90 pe r cent. I).

i,·19;.

4.9.

- - -· 'VELOCITY

'lo~21 e. Culdt'

\1:'H'ICS

10. 'f'ne nce el e gc Ide vn ne s arc of a~ at'rnfo!l shape, thc pas s age beevcc» r.": ccepecssc r delivcl"y e a r throos.h thi'!m to r educe the <.·ffec.cs of hJ i;:h rhe r sa I ~tresses und gas Lo a du-

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an~ bot h biudes.

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th~ Lt ra t. t-tat;fo noz~le hc !n1;1dl' ot tl11< re e o r dcve rnr ts and out th~

STAG( I AN!) 1 llAOES

COUPLING NUT

FOIIWAtO S1'Vll'T

Sl>,O( 2 DISK

HIGH PRESSURE TURBINE ROTOR Pig.

4. '>.

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_ ~ e -"'N1>z2leJ11 FJ t'S_Ll.t't d __ S~conC Stfl~ J',i1ilt StaY,•:· e. ··tat•l' no ..... ~..~pport ''110:r;l,· '

an

first bolted -the 'lrllt d .l'ltAte ege no;-zlea a re f!'oc the tu seeen dThi'rece tve srnxt e I t;up~~t

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'!'ht r1r.thtHI n! ae:.tachl~i r.he blat.h•,'l to the lurb!nol! lia.c t , of eon,Jder·ati,!e f1q)O?'tnnre, a t ncc tfu- s e r esc !11 tl':c disc a r eund t he '[,c.!1'19, or !.n thn 1111,,1~ roo: has an importarr he:1.r!.ng on t1,c lic.itlnr. r!~ spcK. Tie bls4cs on lh,· early '.Jhlttle engine ve.re e t t echcd ~Y the de L...va L bulb root !hdr.S, l>ut this (l,•:11P;O ve e soon eope re edcd by the 'flr-t r ee ' fixirt: th.:1t is n<>ll l.ll>t'd In the mo lurt ty of gas r.,:rhine l"~g1nt!B, Thlti tf1,e of fix1:it, lrw11lve1> •.·u1')' accu r at v 111:itchl~i;; to cneur e that ~h;:; lnad:ing ls 1th11.red hy all ej.e ,1,-1·ratlon,1. The blade If. free ln r he ee rr at Ions whe~ th1· turb!ne 1s scatfo,11:.ry and t·1 !<.t1ffencd 1,1 che rool by centrilug:11 toailng \:ht,r,. che turbine t H r eeee 1 ng. \'t1 rt ous cc rl,odl'I of bladr At tach111Cnt fl re a~o..,,., In ft;:, /1-lt; ho'W<':Ver, t'11,· B,}!.,t.,'. hollow hlnde and tht' de Lave I bulb root ty;1fHl a r e nee ncv irr.erally ~:;t',I or, gati turhine engint•:1, ! ';, To r,·(!111·<' the l osu o: efflclc..-ncy c!ue b Lade tlpn, 11 shroud In often f1llr•rl its sho"'l'I by loq~l::f: a stu.11 ti1•1,mr.1lt at t hr- tt, of each b La dcs ar,· f!tced to t),t, disc the G<'~men:s [orm 1>1..5.de ttpn.

tc gus lritl<.a.ge acrt>~J"t the In Ftg. t,-10, this ii. (ormt-t! t:liu!e, so th;:1: vhen all t r.e n pe r tphe ee t Y!nt arcund ehe

1:..

the flo.., cha-r11c:te~lstic6i of the t ur bl ue C.JSt b1;- ,.t'-ry care!ully tl«,~•t> of the compressor t o cbt a Ln tnc Mx!m:um cff1c1ency anc' pcrfon=ancc of i.he engine. !f, for cx.;nnple, the nce e l e gui.Ce \•;1r1t>s sllO'wlcC too lr.-w a oaidun:m t l cv , then 11 bscl<. µr("SSuTC. 'l,loulc! huilC up e.,using e t c compre1;;.:-0c to .'lul't,~; too h!gl, a. flow "ould ceu se t.he comprc::flOl' :o choke, ln «r cher condition a i nae of ,.ffteie~cy ..:<>ul~ very ritp!.C!.y oe cur .

c;,1 (:Li:t.l

..:!ti"'.

Mat(•r:tttls IS, Awur, the cbe t ec Ie s Ln the "''ilY of os~nt, ttgher turb!nr. encry reeper ac urve have al'-'ttYS been ebc or r eccs of che ee tecnpt-Ytttuces on the nozzle £.uiCc vanes enc t ue ht ne b:adt.•.s, and ttw htgb spL·cdl'I of rotat Ion 1,,~ich In-

part

tcn$1le

s e r eas to

t

ae ttlrblue

disc

.ind hl.ade s ,

16. !he l.iehly s t resned turbine hla their veY'} arduous j 1-, CtlTbinc (•1ltry te::::per::lture must. be accomp.:1.:ti,;.,: b)' O?VC"•'Priat.e lnc1•e;1ses in 11~'\rerial thl ekness, .:tni! an increase o( 1.1,.., e.ool!ng a!.r!le>.:. 'fhe bl;uli!s, wblle glo,.,ing red-hot, C\'lt":t be strons enoltg~ to c.arcy t.lit> e..?ntcli\t~:ll lo.ili: due to rotation ,,t high sp~ed. ,\ hlnde '-'Clf.~ins. only Qu:·ie.es r.'lS;}' exert a le1ad of o-... er C'JO coni:: at top .speed and l: must vi :hs~and the l:l~h b~noilng londs appti,•d ~j' the 1,:1s to rrnduce t.he ::r.any t.hc,usa-::.d:; of !nYhine horne-po·..,cr necei1nary to Jrh1e th<.' c-oop:.-ess<.>t· Blade;s 1t1ust .ilso ~ \ii,.

rcsistRnt to fatlf:iue Rnd tl1f'l'1Cfll r:liocit, ilr1d th(•y ec se also be r"("·,lta:-.t r o (atlgue and thero.'1.l shock, end they ee s e also be res t s e aar en cc r ees tea 11nd ox~dl an t t on ,

1Nlfl4L

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C· l.:.N:;;, tl~

eLADF ~c.a.. ir.cc:,

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bltd~

:2. f'rom tl.t: !orcgoJng, t e follo~ that for a part tccfe e blade eet e ef a l. and an acceptable safe life t he re ls i'TI ns sce t aced r.."'lx1muai pe?"!:!11,it~le rcr bt ne ent ry r eeper e t ere and a correspondlng maxlmuro f'.i.f,!r,e. never • !t t s ;int 1'1urpr1.~t,\~, therefore, that designers are const;1t1tly r:~:i.r~hl,>: fnr l,(•tt"°'r curbt oe blade m.1.terials and !.m?TOV<"rl method~ n! blade coa l t ng .

The 110..,'('r tcrh In~ .1 s a mul t 1 stage turbine Ioca ted brh1 nd :, ._,, y:as There is no mcchllniC'.il r:onnect1on ce evecn t hc tvc turbt ncs . The power turbine t e rc>r:ne('.te
gene re cor turbine.

·14. By varying ehe gas t;cner:tt()r !lpeed, the ou:pu: s;:eed of the po· ..sc t i.m-btne can hr. cnnt ro I !t1c!. Sin:e cnly .e po'Ctioo c· the- rnt'T"f.Y ft; n~;r,-= r::i drive the <·om1>tessor, che plant can be cpcear ed vc."'j ef f t c t en r l y . For «s-: omp] c::, on it cold day 1 t t s possible to bave 100% pc...-c r tt1r·C,I ee ~r:f'c' r r t'
G-1 ~

11!e cur\\l•"• c:.Ld fl't1me sup1,6l't.& ll,f- aft ('n:l of :tu· hi~~ fl!"<"~IJure tur,)1!'.e rccor orid the !ofV,lTd end of t hc turb!.n .. rotor, lt is h,,lt.eC: betuc,•1\ tht• !"P.B'! l l.;109.~ of ti!~ coesp r csae r rvar !ram,: il.n'l! th<' front fl:tr.ge of t~.c power rorbt nc sr e eo r . The frat::f.' ;>rovidt·!I e secot h dtffl1r.er floV for high nr eesorv turbitu: d!achnrt:<' at r lnto the power L\lrbir.e. The t r eee ceat.il1\S po:-1!: for h1p,h pr<.•u!l.ut'ie tur\,ine exh;1u~t tht·tmoc.ou1>1r.s and preaaur<" probea. the pow,·r turbl ne first $:tfl~e nol.zle a5t,t0mbly l5 part of its fr;iu.c. 1t ho11ses the 'C' f;uep •.,J1,h p1ping for bf.'.irt1lg lubrtcatinn and sral pcc1111~ ar t ae r Icn l!! Lccnt ed w!.th!" the frt1fllc'I. e e rvrs. 1~.

OUTER

NO'f:

UN,R

S:TH-STAGt: COO.ING AIR IN All STRUTS

FRONT

IUPFORT

AFT LOOKING fOR\·.'A,C S TR,r O~IENTATION

STA T!ONA~Y----.J ,'\l:t $':Al

TURBINE

MID

FRAME Fig. 4.13.

4-12

r

tcrl,1 nc Rear

P! a Me

A.•ii:1e:,,b)y (LM2500)

rear (rame eene te e e or au (l11t1·r casi!'IS, etgt-f t:"ju.a!ly und ii single piece ca.s: !t~Pl huh. lt forms the· peve r tuthll'li' ,•,ch,ill!H flow path and support! the ilfl ,•nd or the pcve r tt.rt,~n-c and u-e Ic rvard end of the flexlblr <.'O\lpll-,t; •,ha(1, The turbine real' ff'rication ,::;:,v,·~:e

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,nd vc nt Ing • The frame c:aslnr. !luprs()rl s (hr out e r ccae of the l"'leh111H~t svs:em ard provides attl'lt:h1nR poror n for t hc gas turbine rear ih:pparc..~.

STIUT OtllN1.t.HOH All SEAL Vf:f'll

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SEAl OiAIN (IN snon COOUNG Ala (TO GAS Sf"FAM) SfAl l'lESSUa[Z>,llCN Alt All SEAL WNT TC T\..«l'N!

DliCHARGE Aft ~OOJCING f'ft0

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I&, 'l'he {.IQWl'r' tue bf nc ls a six c,! ll ,.11tor 1111(1 n st n r e r •

11, heh disc the front 1'>11ft

!tate

lt'J1..' n-vsscr e torbinfl

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ThP. rct.o.r <:l'H\~!tH5 o( six discs, eeea hl'l'.'tt'.A l11t1\~r¥l spece re . space r is attae.hP.d r o r.ne 1ul.J:1t"r'nl disc by a close fittin~ b,~1t. aha~t ta secured bec11.•t'- .. n ~tngr~ l und 1 s pace re , e ad tl-.fl r .. i.r

be rveen flt.'lA<'~

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LOW PRESSURE TURBINE

4-1 J.

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ROTOR

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Ill'

Sl ll l or

18. 1·11~· pO'olt' r tm-bt !\A fl t:tt()r cons lb t s hf two ca6 l nP. ha I\'" s. stage 2 t~roug'1, 6 t11rbl11C' no1.2l1•!'l, 1111
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LOW

PRESSUE TURBINE

STATOR Pig. 1,.1.S.

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