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Romuald Rzadkowski
Marcin Drewczynski
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Ryszard Szczepanik
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R. Rzadkowski1 , M. Drewczynski
, M. Maurin1 and R. Szczepanik2
1
The Szewalski Institute of Fluid Flow Machinery Gdansk, Poland
2
Air Force Institute of Technology Warsaw, Poland
z3@imp.gda.pl
Abstract
There have been a number of aircraft first stage compressor blade failures. A total of 28 damaged
rotor blades have been reported. An experiment was carried out on a first stage rotor blade in the
compressor of an aircraft engine at the air force institute of technology in warsaw. The natural frequencies
of rotor blades were measured. Next the tip-timing measurement of rotor blade was done in an engine
working at various speeds. Various operation conditions were assumed, such as the presence of a foreign
object in the engine inlet. Structure and flow calculations were carried out to compare the experimental
results. The FEM was used to calculate the natural frequencies of a mistuned bladed disc. The FLUENT
code was used to calculate the unsteady forces acting on rotor blades. The mistuned bladed disc was
forced to vibrate when rotating at 15000 rpm.
Keywords: Rotor blades, Forced vibration, Mistuning
Introduction
Investigations into the effect of blade mistuning on free and forced bladed disc vibrations have
been presented by Wagner[1] , Dye and Henry[2] , Ewins[3] , El-Bayoumy and Srinivasan[4] , Irretier[5] ,
Rzadkowski[68] , Wei and Pierre[9, 10] , Castanier and Pierre[11] , Lombard et al.[12] , He et al.[13] , Avalos
and Mignolet[14] , Han and Mignolet[15] , Ganine et al.[16] , Avalos et al.[17] , Kaneko et al.[18] , Petrov
et al.[19] , Petrov[20] .
The effect of mistuning on the boundaries of aeroelastic stability has also received considerable
attention: Dugundji and Bundas[21] , Kaza and Kielb[22] , Valero and Bendiksen[23] , Crawley and Hall[24] ,
Khader and Loewy[25] , and Rzadkowski and Kovalov[26] , Sayama et al.[27] , Sayama et al.[28] . All these
investigations concluded that blade mistuning has a stabilizing effect on bladed disks, regardless of
whether they are on a rigid or flexible shaft.
Crawley[29] considered a bladed disc-shaft system as an assembly of flexible blades, cantilevered to
a rigid disc. He examined the effect of rigid disc motion on a severely mistuned bladed disc. Recently,
multi-stage effects have started being analyzed[3033] .
In most of the above articles the mistuning was not based on measurements taken from real gas
turbines.
JOURNAL OF VIBRATION ENGINEERING & TECHNOLOGIES, Vol. 2, No. 3, June 2014
254
R. RZADKOWSKI, et al.
In this paper the free and forced vibrations of real tuned and mistuned bladed discs of the first
compressor stage of an ISKRA aircraft (Fig. 1) aircraft engine are presented. A spin-softening effect was
also included in FE model of the bladed disc as it is very important in calculating the distribution and
level of stress. See[36] , where the spin-softening was not included. The numerical results are compared
with experimental ones.
bladed discs.
MPa MPa
MPa
kg/m3
Fig. 2
Fig. 3
255
Free Vibration
The natural frequencies of the bladed discs of models A, B and C were calculated using the ANSYS
code (Table 2).
The mistuning was modeled by changing the blades Young modulus. The natural frequency of
a single blade in Model A equalled 346 Hz, therefore the natural frequencies of the bladed disc
Fig. 5
The measured (tip-timing) amplitudes of the rotor blades in the first compressor stage for various
rotational speeds and with a foreign object placed in the stator blades
256
R. RZADKOWSKI, et al.
Table 1 Natural frequencies for three models of bladed discs for non rotating systems
Model A 0%
of Mistuning
[Hz]
0 rpm
15000 rpm
342.20
497.00
342.20
497.02
342.71
497.02
342.71
498.47
343.00
498.47
344.33
500.24
344.33
500.24
344.62
500.49
344.62
500.49
500.56
344.72
344.72
500.56
344.78
500.61
344.78
500.61
Model B 3.6%
of Mistuning
[Hz]
0 rpm
15000 rpm
331.94
497.23
335.62
499.46
335.85
499.82
338.76
501.82
339.03
501.92
339.18
502.41
340.84
503.29
340.94
503.57
341.18
503.79
342.93
504.78
343.22
504.95
343.33
505.18
344.29
506.25
Model C 9.5%
of Mistuning
[Hz]
0 rpm
15000 rpm
316.10
486.62
319.12
488.64
323.11
489.56
491.15
323.65
326.11
492.07
330.05
493.59
330.84
496.16
332.14
496.53
333.78
497.72
498.60
500.10
501.83
501.90
were less than 346 Hz in the first series. The modes of the bladed disc were classified by using an
analogy with axisymmetric modes, which were mainly characterised by nodal lines lying along the
diameters of the structure and having a constant angular spacing. They were either zero (k = 0),
one (k = l), two (k = 2), or more (k > 2) nodal diameter bending or torsion modes. Series 1
was associated with the first natural frequency of the single cantilever blade. Series 2 was associated
with the second natural frequency of the single cantilever blade; and so on, k is the number of nodal
diameters.
For the tuned bladed disc, double modes of vibration appeared in cases with up to 14 nodal diameters
for 28 rotor blades from different series. The tuned bladed disc frequencies in relation to nodal diameter
diagram for Model A are presented in Fig. 6, which shows that the influence of the disc on blade vibration
is small.
It is known that mistuning causes the splitting of the doubled bending frequencies of the tuned system.
For example, the 342.20 Hz mode of Model A splits into 331.94 Hz and 335.62 in Model B and 316.10 Hz
and 319.12 Hz in Model C. But mode shapes are difficult to associate with the nodal diameters, because
of the considerable rigidity of the disc.
Figure 7 presents the 331.94 Hz mode shape (Model B). In this mode only one blade (number 16,
frequency 334 Hz Fig. 2) is vibrating.
In case of the 335.62 Hz mode (Model B), only two blades vibrate (5 and 25, Fig. 2, natural
frequency 338 Hz) (Fig. 8). Both these blades vibrate at 335.62 Hz, but blade number 5 vibrates with
greater amplitude. In the 335.85 Hz mode only two blades vibrate, but this time the blade 25 (with natural
frequencies 338 Hz) is the one that vibrates with greater amplitude. The similar behavior is seen for the
modes in Model C. In the case of the 316.10 Hz mode (Fig. 9) and the 319.12 Hz mode (Fig. 10) only
one blade vibrates. In the 316.10 Hz mode only blade 4 (Fig. 3) vibrates, whereas in the 319.12 Hz mode
only blade 19 vibrates.
Fig. 6
Fig. 8
Fig. 9
Fig. 7
257
Forced Vibration
In order to compare the experimental results with numerical results, forced vibration analyses were
carried out on tuned and mistuned bladed discs. The analyses were carried out with a foreign object
placed on the stator blades and also without the foreign object.
The unsteady forces acting on the rotor blades were calculated for the 3D non-viscous flow of ideal
gas (15000 rpm) through the stator-rotor-stator stage using the FLUENT code[35] .
A 3D model of the first stage of an aircraft jet engine compressor is shown in Fig. 11. The model,
created using the Gambit program, consists of 44 blades in the Inlet Stator Cascade, 28 blades in the
Rotor Cascade (only one of which is seen in the picture) and 34 blades in the Stator Cascade of the first
stage. The reference rotor blade in Fig. 11 is divided into 10 cross-sections.
258
R. RZADKOWSKI, et al.
Fig. 10
Fig. 12
Fig. 11
Fig. 13
In order to model the block (125 100 mm Fig. 4) in the inlet of the engine, 1/4 of the area was
divided into 11 segments. During the simulations three operating states were analysed. The first was the
nominal state (fully-opened inlet), the second was the state in which one of these segments was blocked
(Fig. 12) and the third was the state in which four of these segments were blocked.
The fourth partially blocked inlet caused a local disturbance of the flow. Figure 13 presents the contour
Mach number in the stage around the blocked area.
Figure 14 presents a comparison of results for an unblocked inlet, a single blocked inlet segment
and four blocked inlet segments. It is clearly visible that the blocked inlet segment has a strong local
influence on the amplitude. Figure 14 shows the axial force in operating conditions (with unblocked
inlet, the smallest value) and the off design case (with one and four blocked in let segment-the maximal
amplitude).
The graph clearly shows that the four blocked inlet segments have a stronger local influence than the
single blocked inlet segment. The local maximum for the four segments was slightly above 100 N, while
for the single segment it was 50 N.
Fig. 14
Fig. 16
Fig. 15
259
Fig. 17
The four blocked inlet segments caused low-frequency harmonics of a higher amplitude (30% of the
steady part) than the single blocked inlet with just 7% of the steady part (Fig. 15).
From the Campbell diagram of the first stage compressor tuned bladed disc (Fig. 16), one can see that
2EO excitation at 15000 rpm can cause blade resonance stress.
On the basis of CFD calculations, 2EO excitation was applied to the blades in all the bladed disc
models (A, B and C) in axial and circumferential directions (Fig. 17).
The values of steady state forces for four blocked segments are presented in Table 3, while the unsteady
forces amplitudes are presented in Table 4.
The calculations were carried out at 14000 to 15400 rpm for the 0.2 Hz step, with modal damping
at 0.005. The maximum value of blade stress on the leading edge in the first cross-section for a tuned
bladed disc was 260 MPa for four blocked segment.
260
R. RZADKOWSKI, et al.
1
2
3
4
5
6
7
8
9
10
SUM
Fig. 18
Fx
[N]
1.2948
1.8618
2.3261
2.7138
3.0462
3.3743
3.6936
4.0260
4.2029
4.3208
30.8603
Fy
[N]
6.0274
5.4571
5.5158
5.4332
5.2518
5.0435
4.8003
4.5696
4.1829
3.8253
50.1069
Maximal stress in blades with 3.6% mistuning for vibration frequencies in the 2EO
resonance range and for tuned bladed disc
1
2
3
4
5
6
7
8
9
10
Fig. 19
Fx
[N]
0.6006
0.5656
0.5692
0.5228
0.4565
0.4426
0.4318
0.3405
0.0571
0.4024
Fy
[N]
1.371
1.302
1.258
1.126
0.944
0.831
0.676
0.440
0.0283
0.2913
The maximal bladed stress increase for the mistuned bladed disc (3.6% in Model B) was 36% in
relation to the tuned disc (Fig. 18).
Mistuning causes additional resonances associated with the vibration of individual blades. Thus in
Fig. 18 we can see the resonance peaks for individual blades. The blade number appears above the
resonance curve. In the tuned bladed disc we see only one resonance peak for all blades.
The maximal values of stress appeared in blade 1 with natural frequency of 343 Hz (Fig. 19), and
503.57 Hz for excitation. The maximum amplitude was approximately 360 MPa.
Fig. 20
Fig. 22
Fig. 21
Fig. 23
261
Close to 503 Hz other blades on this disc with similar frequencies (12, 15, 22, 23) were also deformed
(see Figs. 19, 20). For excitation frequency 499.6 Hz the maximal amplitude appeared on blade 25
(Fig. 18). Generally, each mistuned blade on the disc experienced its maximum at a different time during
run-up.
The maximal bladed stress increase for the mistuned bladed disc (9.5% in Model C) was almost 26%
in relation to the tuned disc (Fig. 21).
As in the previous case, mistuning causes additional resonances associated with the vibration of
individual blades. In this case the situation was similar.
The maximal values of stress appeared in blade 26 with natural frequency 349 Hz (Fig. 22) for
507.88 Hz excitation. The maximum amplitude was approximately 330 MPa. Other blades with similar
frequencies also become deformed on this disc (Fig. 23).
262
R. RZADKOWSKI, et al.
Conclusions
In this paper the free and forced vibration of real tuned and mistuned bladed discs of an aircraft engine
first compressor stage were presented.The FLUENT code was used to calculate the unsteady forces
acting on the rotor blades.
There were three bladed disc models. In Model B (3.6% mistuning) the maximal blade stress increased
by 36% in relation to the tuned bladed disc (Model A), whereas in Model C (9.5% mistuning) maximal
blade stress increased by 26%. In Model C the maximal stress values were similar to the experiment for
four blocked segments in the inlet one sector.
Nevertheless, the numerical models confirmed the experimental results in that the maximal stress in
blades did not occur simultaneously.
This research has been financed from Polish Government funds for the years 2012 2014 as a
development project PBS1/B4/5/2012.
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