Proceedings of ASME Turbo Expo 2010: Power for Land, Sea and Air

GT2010
June 14-18, 2010, Glasgow, UK

GT2010-23302
EVALUATION OF THE ENERGY DISSIPATED AS FRICTION/HEAT BETWEEN
TURBINES FOLLOWING SHAFT FAILURE
I.Rojo, A.Psarra, V.Pachidis, P.Pilidis
Cranfield University
School of Engineering
Dept. of Power and Propulsion
Gas Turbine Engineering Group
Cranfield, Bedfordshire

ABSTRACT
The prevention of primary failure that may lead to a
potentially hazardous event has always been a predominant aim
in engine design and development. In the event of a shaft
failure event, the turbine operates under high power conditions
which may lead to blade release or disc burst. A potential
mechanism to eliminate quickly the power of the free running
turbine involves the dissipation of the kinetic energy as
friction/heat due to structural interaction between turbines.
In the scope of this paper, a finite element model is
developed to study the energy dissipated due to structural
interaction. A coupled thermo-mechanical analysis is carried
out taking into account the temperature increase in the turbines
structure following the severe impact.
The coupled thermo-mechanical analysis addresses the
effects of temperature rise and material softening on the
evolution of the shaft failure event. The part of the kinetic
energy converted into thermal and the wear rate of the seal
segment structure are investigated in order to assess the
potential of the contact mechanisms to act towards reducing the
power of the free running turbine as quickly as possible due to
blade tangling. Finally, the dependency of frictional energy and
wear rate on the structural damping and the definition of the
thermal material model have been studied highlighting their
importance in the impact simulations.
ACRONYMS
EOS
Equation of state
HBR
High bypass ratio
IP
Intermediate pressure
JC
Johnson-Cook material model
LP
Low pressure
NGVs Nozzle guide vanes
SF
Scaling factor

NOMENCLATURE
Italic
Cp
Specific heat capacity
Fn
Load
k
Thermal conductivity
Heat generation rate
Q

q f

Friction heat generation rate

q p

Plastic deformation heat generation rate

p
R

Greek
p
p
p

Pressure
Radius of the disc
Temperature

flow
eff

reference strain rate

increment of effective plastic strain

Effective plastic strain
Effective plastic strain rate
Strain rate
Strain at fracture
Inelastic heat fraction
Friction coefficient
Stress flow
Effective stress

INTRODUCTION
Nowadays, the development of more advanced gas turbine
engines requires the evaluation of extreme loading conditions
and assessment of possible failure scenarios. A possible failure
scenario that needs to be assessed is the shaft break. The
behavior of a gas turbine following a shaft break is complicated

Copyright 2010 by ASME

owing to the complex interaction of several physical

phenomena. After the occurrence of a shaft failure, any release
of high energy debris that could provoke safety and reliability
issues should be avoided.
Research activities focus their investigation on any
efficient way to eliminate the power of the free turbine as
quickly as possible. This paper demonstrates the effect of a
possible structural interaction between an IPT and the following
arrangement of the nozzle guide vanes on the turbine behavior
when an IP shaft failure occurs. The objective is to present
parameters that affect the wear rate of the seal segment and, as
a consequence, the time when blade tangling will occur. The
structural interaction between blades and vanes called blade
tangling might cause a significant increase in frictional energy,
which would affect in consequence the maximum rotational
speed attained by the IPT.
A commercial finite element analysis code, LSDYNA, is
employed to analyze this structural interaction. Commercial
computational codes have recently evolved and have the
potential to capture any fracture pattern and complex
deformation in an accurate way. A variety of examples are
available in the public domain including ballistic impacts
[1,2,3] and the behavior of disc brakes [4]. These research
activities emphasize the capability of the computational solvers
to predict the energy dissipated due to the impact, the speed and
the frictional wear of the structures and, in some cases, the
analytical results were compared with experimental
measurements.
In addition, since experimental test arrangements are
considered not to be time and cost efficient, scientists in the
past tried to apply FE tools to investigate the effect of a
possible failure on aircraft safety. In this way, past studies have
been focused on predicting the containment of both turbine and
fan structures. In case of turbine structures, studies have been
reported on turbine disc burst fragments [5], damage
mechanism of turbine disc [6] and blade release [7].
Researchers have also implemented FEA to derive a
methodology of blade loss initialized by material failure due to
fatigue or foreign object damage [8][9][10]. Generally
speaking, FE tools have proven to be an accurate and time
efficient way to analyze the structural dynamics of turbine
blades and discs taking into account stress distribution, friction,
impact forces and vibration.

SIMULATION STRATEGY
In the case of an IP shaft failure of a HBR turbofan
engine, the free running turbine can move rearwards if there is
no restriction from the arrangement of the shaft support
bearings. This downstream movement of the IP turbine is
mainly caused by a gas load on the surface of the blades
derived from the gas pressure differences in the main gas path.
During the evolution of the event, an additional but opposite
gas load is applied on the disc due to the pressure in the LPT
cavity forcing the turbine rotor towards the opposite direction.

Both of these time dependent axial loads are responsible for the
downstream dislocation of the IPT rotor.
As it is indicated in figure 1a, the first material
interaction will take place between the lock-plate of the rotor
disc and the seal segment and NGVs platform after the axial
dislocation of the turbine rotor. Due to the high axial loads
applied on the IPT, the material interaction of the disc and the
seal segment and platform is so severe, that after a few
milliseconds the surfaces of all involved structures are expected
to melt away leading to a further dislocation of the IPT and the
occurrence of blade tangling. Blade tangling may be used as a
potential mechanism to limit the terminal speed attained by the
rotor to an acceptable value. This is an outcome of an
increasing frictional energy between rotors and stators.
However, the blade tangling will take place after the melting of
parts of the platform and seal segment. Therefore, to investigate
the structural interaction event using FE, it is significant to
simulate initially the contact between the lower parts of rotors
and stators focusing on the interaction between lock-plate and
seal segment and, in a further step, study the blade tangling.
A structural model of the disc/lock-plate seal
segment/ platform based on the geometry of a typical turbofan
engine is depicted in figure 1b. This analytical model has been
used in [11] [12] in order to explore the finite element codes
ability to capture the frictional wear. The extensive parametric
analysis study presented in [11] [12] assisted in finalizing the
modelling approach of the impact based on a FE model without
including thermal effects.
Although, the high fidelity model and the parametric
studies gave a better understanding of the impact phenomenon,
they also underlined the importance of a coupled thermalmechanical analysis. When structures manufactured out of
nickel alloys come in contact under high load and speed
conditions, they are expected to generate heat and dissipate it
between the contact interfaces by increasing material
temperature. In addition to mechanical analysis, coupled
thermal mechanical analysis has the potential to simulate
conditions with heat generation from interface friction and
plastic work and provide the temperature distribution on every
element based on geometry. The main restriction of this
analysis is indentified in the demand of high computation
power and time. Therefore, a simplified structure shown in
Figure 1c has been used to carry out a thermal-mechanical
coupled analysis. This model is based on the geometric
characteristics of a notional 3D structure; however the seal
segment is modified to exclude from calculations any sharp
edges while the structure of the platform is not included either
since it impacts on the lock-plate only when a considerable
amount of material has melted away from the seal segment.
This paper provides an analytical description of the
finite element model used to investigate the first contact
interaction between the IP turbine and the first row of the LP
NGVs, and presents results of the impact and the response of
the model under certain boundary conditions. Its contribution
enfolds the effect of modeling parameters on the behavior of

Copyright 2010 by ASME

JC material model

NGV platform

rigid structure

IPT lock-plate
Seal segment

Figure 1 a. Schematic of the IPT and the surrounding static structure, b. High fidelity structure of disc/lock-plate seal
segment/ platform c. Simplified model of coupled thermal mechanical analysis
the model, the physics behind the element erosion and the
frictional heat generation.
FINITE ELEMENT MODEL
Since the first contact interaction occurs between the lockplate of the disc and the seal segment, it is significant firstly to
define this interaction before including the structure of the
blades and vanes. The analytical geometry of the impact
between lower parts of IP turbine and the downstream
stationary structure, geometry of which is showed in Figure 1b,
has been used to study the impact without thermal effects.
However, as it is aforementioned, in order to simplify the
analysis and reduce the computational power in the coupled
thermo-mechanical analysis and the cost of the impact
simulations, the detailed model is substituted by the simplified
version of the Figure 1c.
The structures of the lock-plate and seal segment are both
considered to be made of INCONEL 718. Details of the finite
element modeling of the disc and lock-plate and the seal
segment structure of the stationary arrangement are described
below.
Finite element mesh
The mesh size is important for every FEA simulation. If
the mesh is too coarse, too many elements experience severe
distortion due to high hourglass energy. On the contrary, if the
mesh is too fine the computational time increases significantly
without improving the results. However, it is a requirement to
define a fine mesh able to capture the dynamics of the impact
phenomenon.
In order to achieve a considerable reduction in
computational time without affecting the results, areas coming
in contact are modelled as deformable bodies, while the rest of
the structure is considered to be rigid (Figure 1c). The high
quality meshing of the structures is achieved employing eightnode hexahedron elements. The numbers of elements involved
in the simulation are shown in the following table:

Table 1 Number of elements

IPT structure NGV structure
Whole model
97200
64800
162000
Constitutive model
Johnson-Cook material models are commonly used in
impact simulations where the metals are subjected to large
strains, high strain rates and high temperatures. This model
needs to be defined by a number of constants determined from
physical tests.
JC material model is a strain rate and temperature
dependent visco-plastic material model. This model is used
when strain rates vary over a large range and temperature
changes due to plastic dissipation and material softening. The
flow stress is represented with equation:

flow ( A B

pn

) 1 C n * 1 T *m

(1)

where A, B, C, n and m are the material constants, p is the

effective plastic strain, * p / , is the dimensionless plastic
strain rate ( p is the effective plastic strain rate and is the
reference strain rate) and the non dimensional temperature,

T *m ,which is defined as:

T *m

T Troom
Tmelt Troom

(2)

Troom is the room temperature while Tmelt is the melting

temperature of the material.Failure of elements in the JC
material model occurs according to the following cumulative
damage law:

p
f

(3)

Copyright 2010 by ASME

Table 2 JC and polynomial equation of state model constants for INCONEL 718[3][13][14]
Mechanical
Density
Youngs Modulus
Yield strength
Hardening Modulus
Properties
Poissons ratio
3]
[kg/m
[Pa]
[Pa]
[Pa]
at 650 OC
8220
1.689e+11
0.28
9.80e+8
8.774e+9
Strength
A [Pa]
B [Pa]
n
C
m
Constants
1.150e+9
1.305e+9
0.6
0.0075
1.3
Fracture
D1
D2
D3
D4
D5
Constants
-0.0134
0.0255
0.3
0.07
2.5
Polynomial
C0
C1
EOS constants
0
1.68e+11
in which the strain at fracture is calculated according to the
following equation:

f D1 D2 exp D3 * 1 D4 n * 1 D5 T * (4)
and the

is the increment of effective plastic strain, which

occurs during an integration cycle and

* p / eff is the

is applied to simulate the effect of both the gas flow and the air
stored in the secondary air system. Due to the absence of the
structure of the disc bore for decreasing computational time, it
is essential to scale down both applied loads taking into account
the inertia and mass of the disc in the model.
Finally, a ring-like structure around the simplified seal
segment avoids any translation and rotation of the structure. A
part of this structure is considered as deformable in order not to
have an excessively stiff structure, while the lower is rigid to
avoid any translation or rotation of the stationary structure.

dimensionless pressure /effective stress ratio. The parameters

D1, D2, D3, D4, D5 are fracture constants. The fracture of an
element is allowed when D=1 for this element. Failed elements
are removed from the FE mesh in the progress of the structural
interaction.
The linear polynomial equation of state is introduced
in addition to the JC material model to initialize the
thermodynamic state of the material and define the thermal
pressure on the material. [15][16]

Contact Algorithm
The contact between the lock-plate and the seal
segment is modeled using a 3D automatic contact algorithm
with thermal option. The lock-plate counterfaces are designed
as the master entity while the seal segment counterfaces are
defined as the slave entities for the numerical contact.

Thermal material model

Thermal material properties for the nickel alloy were
determined from the literature and defined in an isotropic
thermal material model (*MAT_THERMAL_ISOTROPIC).
This model can be used also to implement isotropic temperature
dependent thermal properties to the model.
Table 3 represents the values of thermal conductivity
and specific heat capacity taken for varied temperature. The
values determine the input values in the finite element model.

Table 3 Temperature dependent thermal conductivity and

heat capacity for INCONEL 718[13][17][18]

Figure 2 represents the increase in temperature because of the

structural interaction and the elements that failed during the
simulation process. Nodes connected to the failed elements are
excluded from the finite element calculations.

Loading and boundary conditions

Regarding the initial conditions of the structural model
following a shaft break, an initial rotational speed is applied on
rotor components, disc and lock-plate.
Considering the boundary conditions, an axial load
and a torque are applied on the disc. The torque is used to
simulate the gas flow through the IPT blades and the axial load

Temperature
(K)

Thermal Conductivity
(W/m K)

Heat Capacity
(J/kg K)

373
573
773
973
1173
1373
1503
2500

15.4
19.1
21
24.8
28.5
32
33.78
38.8

471
525
578
631
684
738
773
840

Copyright 2010 by ASME

Thermo-mechanical Calculations
The friction and the plastic deformation generate heat
and elevate the temperature of both structures coming into
contact. The thermo-mechanical
mechanical coupling involves the
interactionn between wear, friction, temperature and plasticity.
The heat generated by friction and plastic work for the current
geometry acts as a source for the thermal analysis. The
corresponding thermal softening and the mass loss due to wear
has an influence in the mechanical analysis.. Therefore, for a
given sliding geometry, the wear is dependent on the force
acting on the sliding surfaces, their relative velocity, their initial
temperature and the thermo-mechanical
mechanical properties of the
material. [19]
During the mass loss process, an essential amount of
heat may be generatedd as a result of plastic deformation
deformation. The
heat generation due to plastic deformation is:

q p

without structural damping

(5)

In addition, the friction between the interacted parts

follows coulomb friction. The frictional heat generation rate is
equal to:

q f 2 R Fn

Q q f q p

3.00E-03
2.50E-03
2.00E-03
1.50E-03
1.00E-03
5.00E-04
0.00E+00
0

(6)

Finally, the heat generation rate consists of the heating

rate by the friction between the bodies in contact and the
heating rate from the plastic deformation of them:
(7)

IMPACT RESULTS
After the analytical description of the model, tthis
section is devoted to the results of the FE simulations
simulations. In the
couple thermo-mechanical analysis,, a great number of
parameters
rameters are involved in the definition of the FE model.
Thus, it is essential to find a balance between the complexity of
the FEA model and the requirements of the impact problem.
The simplified model is an appropriate example to carry out the

10% of critical structural damping

3.50E-03

displacement
[m]
diplacement (m)

Figure 2 Nodes temperature on the structure of the

stationary arrangement

thermo-mechanical analysis since it requires much less CPU

time than the high fidelity model.
Although, the thermo-mechanical
mechanical analysis of the
impact between the turbines provides a better understanding of
the failure progress of the seal segment structure, it is a main
requirement to interpret the effect of some settings in the FE
model before finalizing the modeling approach.
approach In the scope of
this paper, the necessity of some parameters in the calculations
and their influence in the temperature distribution and the wear
rate of the seal segment are demonstrated.
demonstrated As it has been
mentioned, the wear rate is connected with the occurrence of
blade tangling, which might be connected to a decrease in the
rotational speed of the free turbine. Thus, it is important to
allocate how any FE models modifications can affect the
frictional generation and the wear rate. The analysis reported
below shows the dependency of the frictional energy and the
wear rate on the structural damping and the thermal properties
of the material.
Damping is a basic concept
concept in the field of structural
vibrations. When mechanical structures come in contact under
high acting load, oscillations tend to decay or become damped
due to the increase of thermal energy. Structural damping can
be controlled
d by imposing a damping coefficient in the model.
model
This is done in order to take into account the material damping
and the fact that the model used for the LP NGVs is stiffer than
the actual structure.

20

40

60

80

100

% of simulation time

Figure 3 Axial displacement of a node on the stationary

structure
If the mechanical structure of the disc is considered to
be totally undamped, a lot of subsequent bouncing is observed
after the first structure interaction. In order to determine a
damping coefficient, it is necessary to measure the period of the
mode targeted for damping. For this purpose, the motion of a
node on the seal segment along the x axis is measured during
an undamped simulation. In the case where zero damping
coefficients are included in the calculations,
calculations the disc oscillates

Copyright 2010 by ASME

without structural damping

10% of critical structural damping

constant k,Cp
45000

Frictional energy (J)

Eroded mass %

98
96
94
92
90

40000
35000
30000
25000
20000
15000
10000
5000
0

88
0

20

40

60

80

100

20

Figure 4 Percentage of eroded mass out of the total mass

that needs to be eroded to have blade tangling
without structural damping

40

60

80

100

% of simulation time

% of simulation time

Figure 6 Frictional energy with respect to % of simulation

time
constant k,Cp

10% of critical structural damping

50000

100

45000

98

40000

96

Eroded mass %

Frictional energy (J)

temperature depedent k,Cp

50000

100

35000
30000
25000
20000
15000
10000

temperature depedent k,Cp

94
92
90
88
86
84
82

5000

80

0
0

20

40

60

80

100

20

40

60

80

100

% of simulation time

% of simulation time

Figure 5 Frictional energy with respect to % of simulation

time

Figure 7 Percentage of eroded mass out of the total mass

that needs to be eroded to have blade tangling

continuously in axial direction as depicted in figure 3. In the

second case, the damping curve that has been imposed on the
structures is equal to 10% of the critical damping. It is evident
looking at Figure 3 that the oscillations in the axial
displacement of the disc are attenuated at the very beginning of
the simulation.
Figure 4 illustrates the mass loss with respect to time.
The bouncing of the structure and the existence of high
amplitude oscillations leads to higher mass loss when the
damping coefficient is zero. The continuous bouncing of the
structure under high impact loads results in a steep increase in
stresses and strains. High strains and stresses in addition to the
temperature rise contribute to achieve the failure criterion of
element erosion. This implies that a considerable amount of
elements is expected to erode when the damping coefficient is
zero. On the other hand, when a structural damping is imposed,
after the first msecs the structures remain in contact avoiding
the existence of excessive stresses which are connected to the

rebound of the structure. Hence, in this case, fewer elements

achieve the failure criterion compared to model without
imposed damping.
Figure 5 shows the effect of damping on frictional
energy. When there is no damping in the stationary structure, an
increase in frictional energy is followed by a period of constant
frictional energy. The periods of constant frictional energy
indicate the instant movement of the disc in the opposite
direction and the existence of no structural interaction between
the parts. The frictional energy is sufficiently lower when mass
damping is included in the calculations.
Summing up, the effect of mass damping on the
frictional energy and mass erosion is considered to be too high
to be neglected. Therefore, mass damping should be applied in
the model, since the simplified structure has a stiffer response
than the actual structure of NGVs.
Figure 6 and Figure 7 depict how the thermal
conductivity and heat capacity values affect the results of the
analysis. The interface sliding energy is higher in case of

Copyright 2010 by ASME

constant thermal conductivity and heat capacity. The thermal

conductivity and the heat capacity increase with a temperature
rise. Thus, the ability of the material to conduct heat is higher,
while the total internal energy of the structure is increased.
Considering these, the difference between the energy consumed
at the interface of the structures is dependent on the thermal
properties of the material. In addition, accounting for the
thermal softening of the material associated with heat
generated, the constant k and Cp provoke more mass to erode
due to the increased average temperature of the elements
observed in the contact surface area, as it is depicted in Figure
8.
According to the aforementioned analysis of the
temperature dependent parameters, constant values of thermal
conductivity and heat capacity may lead to an overestimation of
the contact temperature and influence the mass loss of the
material at the interface.

Temperature [K]

constant k and Cp

k(T) and Cp(T)

1100
1050
1000
950
900
850
800
750
700
650
600

dependant characteristics of thermal material model in the

calculations.
An analytical description of the model is included. A
section of this paper is devoted on the boundary conditions, the
material model, the definition of the contact algorithm and the
thermo-mechanical calculations. In a further step, the final
section introduces the influence of the damping effect and the
temperature dependent definition of thermal material model in
the impact between the turbines and their connection to the
frictional energy and the mass loss of the structure.
In particular, the implementation of damping eliminates
the bouncing of the disc leading to lower stresses and strain on
the elements compared to the case without damping coefficient.
It is essential to include it in the calculation since it eliminates
the structural damping due to the stiffness of the studied
structure. Furthermore, the variation of thermal properties with
temperature needs to be accounted in the model. Non-variant
quantities may lead to an overestimation of the contact
temperatures. The difference in the prediction of frictional
energy, mass erosion and temperature at the interfaces
commands the detailed definition of thermal material model in
impact analysis which incorporates high rotational speed and
load on interacted structures as the one investigated.
ACKNOWLEDGMENTS
The authors of the manuscript would like to thank
Rolls-Royce plc for kindly supporting this research work.
REFERENCES

1st row of
elements

2nd row of
elements

3rd row of
elements

4th row of
elements

Figure 8 Average temperature profile of the first four rows

of elements along the seal segment (1st row corresponds to
contact surface)
CONCLUSIONS
As mentioned previously in the main body of the
manuscript, commercial computational codes have recently
evolved to the level where they have the potential to capture
complex deformation and any fracture pattern in an accurate
way. FE models and methods have been used routinely for the
structural analysis of gas turbine engine components such as
turbine and fan blades and discs. Most of the work reported in
the public domain, however, tends to focus on particular
isolated phenomena and usually aims at improving the
reliability of existing engine structural systems.
This paper demonstrates the applicability of finite
element tools to study the possible impact between the IPT and
the following arrangement of the nozzle guide vanes when an
IP shaft failure occurs and determine the frictional energy and
the wear rate of the structures. The intention is to show that the
thermo-mechanical analysis of the impact between the turbines
provides a better understanding of the failure progress of the
seal segment structure and to highlight the importance in
including features like mass damping and temperature

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