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Detailed Flow Study of Mach Number 1.6 High Transonic Flow With a Shock Wave in a Pressure Ratio 11 Centrifugal Compressor Impeller

[+] Author Affiliations
Hirotaka Higashimori, Kunio Sumida, Tooru Suita

Mitsubishi Heavy Industries, Ltd., Nagasaki, Japan

Kiyoshi Hasagawa

Mitsubishi Heavy Industries, Ltd., Nagoya, Japan

Paper No. GT2004-53435, pp. 771-779; 9 pages
  • ASME Turbo Expo 2004: Power for Land, Sea, and Air
  • Volume 5: Turbo Expo 2004, Parts A and B
  • Vienna, Austria, June 14–17, 2004
  • Conference Sponsors: International Gas Turbine Institute
  • ISBN: 0-7918-4170-7 | eISBN: 0-7918-3739-4
  • Copyright © 2004 by ASME


Requirements for aeronautical gas turbine engines for helicopters include small size, low weight, high output, and low fuel consumption. In order to achieve these requirements, development work has been carried out on high efficiency and high pressure ratio compressors. As a result, we have developed a single stage centrifugal compressor with a pressure ratio of 11 for a 1000 shp class gas turbine. The centrifugal compressor is a high transonic compressor with an inlet Mach number of about 1.6. In high inlet Mach number compressors, the flow distortion due to the shock wave and the shock boundary layer interaction must have a large effect on the flow in the inducer. In order to ensure the reliability of aerodynamic design technology, the actual supersonic flow phenomena with a shock wave must be ascertained using measurement and CFD. This report presents the measured results of the high transonic flow at the impeller inlet using LDV and verification of CFD, with respect to the high transonic flow velocity distribution, pressure distribution and shock boundary layer interaction at the inducer. The impeller inlet tangential velocity is about 460m/s and the relative Mach number reaches about 1.6. Using an LDV, about 500m/s relative velocity was measured preceding a steep deceleration of velocity. The following steep deceleration of velocity at the middle of blade pitch clarified the cause as being the pressure rise of a shock wave, through comparison with CFD as well as comparison with the pressure distribution measured using a high frequency pressure transducer. Furthermore, a reverse flow is measured in the vicinity of casing surface. It was clarified by comparison with CFD that the reverse flow is caused by the shock-boundary layer interaction. Generally CFD shows good agreement with the measured velocity distribution at the inducer and splitter inlet, except in the vicinity of the casing surface.

Copyright © 2004 by ASME



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