Department of Aerospace Engineering

Indian Institute of Technology, Bombay

Course project- AE651

Under guidance of Prof. [Link]

Design of a Transonic Axial Fan

By

Deepak G D (183010033)

K Chacha Srihari(183010034)

1
 TABLE OF CONTENTS

TITLE

LIST OF TABLES

LIST OF FIGURES

1. Introduction

 1.1 Axial compressors

 1.2 Transonic axial compressors

2. Design of Single-Stage Transonic Axial Fan

 2.1 Problem statement

 2.2 Design methodology:
o 2.2.1 Setting up the design criteria for transonic stage
o 2.2.2 Design step-by-step Procedure:
o 2.2.3 Mean-line Design
 [Link] Mean-line Design: Test-cases: (1-5)
 [Link] Mean line Design for Test Case-1
 [Link] Mean line Design for Test Case-5

3. 3-D Design: Using Free Vortex Law

 3.1 Blade Geometry:

o 3.1.1 Initial blade design
o 3.1.2 Optimized(Finalized) blade design

4. Conclusion

References

2
 I. LIST OF TABLES

1. 3-D Design Using Free Vortex Law

I. LIST OF FIGURES

1. Layout of an axial compressor stage with velocity triangles[1]

2. Transonic airfoils for axial compressor[3]
3. Various shock configurations in transonic compressors[5]
4. Flow chart describing the step-by-step design approach used
5. Free vortex law assumptions[4]
6. Variation of flow angles along annulus
7. Variation of rotor inlet relative Mach number along annulus
8. sketch of a transonic rotor[5]
9. Variation of degree of reaction along annulus
[Link] of flow co-efficient along annulus
[Link],Front and Side views of intial blade model
[Link] Side view of Initial blade model
[Link] and stator blade (pair) arrangement
[Link] cascade model of a single rotor-stator pair
[Link] view of finalized transonic stage
16.3-View diagram of Finalized transonic stage
[Link] triangles at hub, mean and tip of finalized design
[Link] sections at hub, mean and tip

3
 [Link]

1.1 Axial compressors

Axial compressors are compressors in which the air flows mainly parallel to the rotational axis.
Axial flow compressors have large mass flow capacity, high reliability, and high efficiencies, but
have a smaller pressure rise per stage. A typical axial compressor has a series of rotating rotor
blades followed by a stationary set of blades called stator that are concentric with the axis of
rotation. The compressor blades/vanes are relatively flat in section. Each pair of rotors and stators
is referred to as a stage as shown in fig-1. The stator blades are required in order to ensure
reasonable efficiency. Without them, the gas would rotate with the rotor blades resulting in a large
drop in efficiency. The axial compressor compresses the working fluid by first accelerating the air
and then diffusing it to obtain a static pressure increase. The air is accelerated in the rotor and then
diffused in the stator. The absolute velocity increases in the rotor and decreases in the diffuser. For
successive stages, a saw-teeth pattern for the velocity is obtained, while the static pressure
continuously increases in both of the rotor and stator rows of all stages.

Figure 1-Layout of an axial compressor stage with velocity triangles[1]

Axial compressors are widely used in both aero-engines and industrial gas turbines. Almost all
present-day jet engines use axial-flow compressors. The fan in turbofan engines is also an axial
compression module which is treated as an axial compressor having a fewer number of blades of

4
very large height, wide chord, and large twist. Based on flow regime in the compressor, it may
be classified as subsonic, transonic and supersonic compressors.

1.2 Transonic axial compressors

A transonic compressor is one where the relative flow remains subsonic at inner radii,
supersonic at outer radii and transonic region in the middle. Transonic compressors are now
successfully used in both aircraft and industrial gas turbines. The fan in turbofan engines is also
an axial compression module which is more likely to be a transonic axial fan having a fewer
number of blades of very large height, wide chord, and large twist. Early transonic and supersonic
compressor designs were failures. The efficiencies were poor and the reliability was not good. It
was initially believed that the low efficiencies obtained were due to the shock pattern alone. It was
later recognized that the losses were more a result of flow disturbances caused by shocks. Major
improvements have been made in blading design, shock optimization, and hub-to-tip design. The
present airfoil blade designs are shown in fig-2. The most successful designs are the ones custom
designed, based on the controlled diffusion airfoil and shock-free airfoil design concepts. This has
enabled high efficiency to be achieved (from 40% in 1940’s to nearly 90% currently) with various
shock configurations (fig-2).

Figure 2-Transonic airfoils for axial compressor[3]

The present trend is towards low aspect ratio and higher Mach number blading, so as to achieve
supersonic flow at most radial locations. The number of stages could be reduced for a given
pressure ratio, thus enabling substantial savings in weight and size.

Figure 3-Various shock configurations in transonic compressors[5]

5
 [Link] of Single-Stage Transonic Axial Fan

2.1 Problem statement

Design a single-stage transonic axial fan of following specifications.
Pressure ratio, πc 1.5
Outer diameter (m) 0.8
Hub-tip ratio 0.4
Rotor speed, N (rpm) 10500
Mass flow rate (kg/s) 26

2.2 Design methodology:

2.2.1 Setting up the design criteria for transonic stage
 (∆T0)transonic = 45-55 K
The total temperature rise of the transonic stage is to be kept within this limit as per
literature as mentioned in [4].If the rise is being either far beyond this range or much
lower than this range, then the stage is more likely to become a supersonic or subsonic
stage respectively.

 (M1rel)tip = 1.1-1.7
The tip relative Mach number is to be kept within the above range. An increase above
the upper threshold leads to unnecessary shock effects, leading to drastic efficiency drop.

 (Dh/Dt) ≤ 0.4
Since fans tend to handle larger mass flowrates, the hub to tip ratio is usually kept low
and it is seen that the given specification itself is meeting this criteria by default.

 (β1-β2) is to be kept within reasonable limit (say ≤ 50°)

Since compressors operate under adverse pressure gradient, it is more likely to be
prone to flow separation if flow turning is too large.

 Ma = 0.4-0.7
The axial Mach number is to be kept in the above range. Alleviation from this design
limit might lead to incidence losses.

6
2.2.2 Design step-by-step Procedure:
For designing the stage, Multall which is an open-source, CFD based, Turbomachinery
design system is used with manually calculated properties (using spreadsheet) been given as
input. Following flow-chart summarizes the design methodology in brief.

Figure 4-Flow chart describing the step-by-step design approach used

7
2.2.3 Mean-line Design
Given parameters
Pressure ratio, πc 1.5
Outer diameter (m) 0.8
Hub-tip ratio 0.4
Rotor speed, N (rpm) 10500
Mass flow rate (kg/s) 26

Assumed parameters
Inlet static temperature,T1(K) 294.6594
Inlet absolute Mach number,M1 0.45
Compressor Efficiency, ηc(%) 90
α1 (No IGV) 0°

Preliminarily, the design process involved calculation of various flow and blade parameters at
the mean-section using empirical relations as follows.

The design is initiated by calculating the parameters at mean section as follows:

1. Inlet absolute velocity (C1) is calculated from the assumed Mach number:
𝐶1 = 𝑀1 ∗ √𝛾𝑅𝑇1
2. Axial absolute velocity is calculated from the inlet absolute velocity (C1):
𝐶𝑎 = 𝐶1 ∗ cos⁡(𝛼1 )
3. Blade speed at mean diameter:
𝜋𝐷𝑚𝑒𝑎𝑛 𝑁
𝑈𝑚𝑒𝑎𝑛 =
60
4. Work done on the fan/Compressor is calculated based on the pressure ratio & assumed
efficiency:
𝐶𝑝 𝑇01 𝛾−1
Δℎ0 = (𝜋𝑐 𝛾 − 1)
𝜂𝑓
5. Now, by equating Thermodynamic work and Aerodynamic work:
Δℎ0 = 𝑈𝑚𝑒𝑎𝑛 𝐶𝑎 ∗ (tan(𝛼2 ) − 𝑡𝑎𝑛(𝛼1 ))⁡

Δℎ0
𝛼2 = 𝑡𝑎𝑛−1 ( + 𝑡𝑎𝑛(𝛼1 ))
𝑈𝑚𝑒𝑎𝑛 𝐶𝑎

6. Using axial flow velocity and peripheral velocity, Flow coefficient is calculated:

8
 𝐶𝑎
∅=
𝑈𝑚𝑒𝑎𝑛
7. Blade angles at inlet and exit can be calculated by:
1 𝑈𝑚𝑒𝑎𝑛
= = tan(𝛼1 ) + 𝑡𝑎𝑛(𝛽1 ) = tan(𝛼2 ) + 𝑡𝑎𝑛(𝛽2 )
∅ 𝐶𝑎
1
𝛽1 = 𝑡𝑎𝑛−1 ( − tan(𝛼1 ))
∅
1
𝛽2 = 𝑡𝑎𝑛−1 ( − tan(𝛼2 ))
∅
8. Stage loading is calculated from stage enthalpy change and peripheral velocity:
Δℎ0
Ψ=
𝑈𝑚𝑒𝑎𝑛 2
9. Degree of Reaction is calculated from:
∅
𝑅𝑥 = 1 − (tan(𝛼2 ) + 𝑡𝑎𝑛(𝛼1 ))
2
10. Diffusion Factor for Rotor & Stator:

∗
𝑉2 |𝑉𝑤1 − 𝑉𝑤2 |
𝐷𝑅𝑜𝑡𝑜𝑟 = 1− +
𝑉1 𝐶
2 ( ) 𝑉1
𝑆

∗
𝐶2 |𝐶𝑤1 − 𝐶𝑤2 |
𝐷𝑆𝑡𝑎𝑡𝑜𝑟 = 1− +
𝐶1 𝐶
2 ( 𝑆 ) 𝐶1

[Link] Mean-line Design: Test-cases: (1-5)

The above preliminary design calculations were made with 5 test cases which are shown
in appendix -A. It was found that cases (1-4) cannot be carried out for further 3-D design
approach, because of them being either not satisfying the transonic stage design criteria as
discussed earlier or convergence criterion was not more likely to be met. But test-case (5),
proved to be satisfying both the criteria and their respective aerodynamic parameters at the
mean are carried out to the 3-D design. The design calculations for a sample test case (1)
and for the finalized case (5), is shown below.

9
[Link] Mean line Design for Test Case-1

 Parameters given,
o Single stage Transonic axial fan.
o Pressure Ratio 𝜋𝑓 = 1.5.
o Outer Diameter D0 = 0.8 m.
o Hub-tip ratio = 0.4
o Rotor Speed rpm = 10500
o Mass flow 𝑚̇ = 26⁡kg/s.
 Assumptions made:
o Inlet Static Temperature T1 = 294.6594.
o Inlet Absolute Mach number M1 = 0.8.
o Isentropic Efficiency of Fan 𝜂𝑠𝑡 = 0.9
o No inlet guide vanes (NGV) 𝛼1 = 00 .
 From inlet absolute Mach number, M1 = 0.8

𝐶1 = 𝑀1 √𝛾𝑅𝑇1

𝐶1 = ⁡ 𝐶𝑎 = 275.26⁡𝑚/𝑠

 Mean Peripheral Velocity (Umean):

𝜋𝐷𝑚𝑒𝑎𝑛 𝑁 𝜋 ∗ 0.56 ∗ 10500

𝑈𝑚𝑒𝑎𝑛 = = = 307.8761⁡𝑚/𝑠
60 60

 Work done / Stage enthalpy change from pressure ratio:

𝐶𝑝 𝑇01 𝛾−1 1005 ∗ 332.357 1.4−1
Δℎ0 = (𝜋𝑐 𝛾 − 1) = (1.5 1.4 − 1) = 45.584⁡𝐾𝐽/𝑘𝑔
𝜂𝑓 0.9

 Flow angle from stage enthalpy change:

Δℎ0 45584.02
𝛼2 = 𝑡𝑎𝑛−1 ( + 𝑡𝑎𝑛(𝛼1 )) = 𝑡𝑎𝑛−1 ( + 𝑡𝑎𝑛(0)) = 28.270
𝑈𝑚𝑒𝑎𝑛 𝐶𝑎 307.8761 ∗ 275.26

 Flow Coefficient:
𝐶𝑎 275.26
∅= = = 0.89406
𝑈𝑚𝑒𝑎𝑛 307.8761

10
 Blade angles at inlet & exit of rotor:

1 1
𝛽1 = 𝑡𝑎𝑛−1 ( − tan(𝛼1 )) = 𝑡𝑎𝑛−1 ( − tan(0)) = 48.20
∅ 0.894

1 1
𝛽2 = 𝑡𝑎𝑛−1 ( − tan(𝛼2 )) = 𝑡𝑎𝑛−1 ( − tan(28.27)) ⁡ = 30.130
∅ 0.894

 Stage Loading:

Δℎ0 45584.02
Ψ= 2 =⁡ = 0.4809
𝑈𝑚𝑒𝑎𝑛 307.8762

 Degree of Reaction:

∅ 0.894
𝑅𝑥 = 1 − (tan(𝛼2 ) + 𝑡𝑎𝑛(𝛼1 )) = 1 − (tan(28.27) + 𝑡𝑎𝑛(0)) = 0.7595
2 2

 Diffusion Factor for Rotor & Stator:

∗
𝑉2 |𝑉𝑤1 − 𝑉𝑤2 | 318.29 |307.87 − 159.81|
𝐷𝑅𝑜𝑡𝑜𝑟 = 1− + =1− + = 0.2927
𝑉1 𝐶 397.7 0.05
2 ( 𝑆 ) 𝑉1 2∗( ) ∗ 397
0.025

∗
𝐶2 |𝐶𝑤1 − 𝐶𝑤2 | 312.56 |0 − 148.05|
𝐷𝑆𝑡𝑎𝑡𝑜𝑟 =1− + =1− + = 0.2732
𝐶1 𝐶 275.26 2 ∗ ( 0.05 ) ∗ 275.26
2 ( 𝑆 ) 𝐶1
0.025

11
[Link] Mean line Design for Test Case-5

 Parameters given,
o Single stage Transonic axial fan.
o Pressure Ratio 𝜋𝑓 = 1.5.
o Outer Diameter D0 = 0.8 m.
o Hub-tip ratio = 0.4
o Rotor Speed rpm = 10500
o Mass flow 𝑚̇ = 26⁡kg/s.
 Assumptions made:
o Inlet Static Temperature T1 = 294.6594.
o Inlet Absolute Mach number M1 = 0.45.
o Isentropic Efficiency of Fan 𝜂𝑠𝑡 = 0.9
o No inlet guide vanes (NGV) 𝛼1 = 00 .
 From inlet absolute Mach number, M1 = 0.45

𝐶1 = 𝑀1 √𝛾𝑅𝑇1

𝐶1 = ⁡ 𝐶𝑎 = 154.838⁡𝑚/𝑠

 Mean Peripheral Velocity (Umean):

𝜋𝐷𝑚𝑒𝑎𝑛 𝑁 𝜋 ∗ 0.56 ∗ 10500

𝑈𝑚𝑒𝑎𝑛 = = = 307.8761⁡𝑚/𝑠
60 60

 Work done / Stage enthalpy change from pressure ratio:

𝐶𝑝 𝑇01 𝛾−1 1005 ∗ 306.5872 1.4−1
Δℎ0 = (𝜋𝑐 𝛾 − 1) = (1.5 1.4 − 1) = 42.049⁡𝐾𝐽/𝑘𝑔
𝜂𝑓 0.9

 Flow angle from stage enthalpy change:

Δℎ0 42049.58
𝛼2 = 𝑡𝑎𝑛−1 ( + 𝑡𝑎𝑛(𝛼1 )) = 𝑡𝑎𝑛−1 ( + 𝑡𝑎𝑛(0)) = 41.410
𝑈𝑚𝑒𝑎𝑛 𝐶𝑎 307.8761 ∗ 154.83

 Flow Coefficient:
𝐶𝑎 154.838
∅= = = 0.503
𝑈𝑚𝑒𝑎𝑛 307.8761

12
 Blade angles at inlet & exit of rotor:

1 1
𝛽1 = 𝑡𝑎𝑛−1 ( − tan(𝛼1 )) = 𝑡𝑎𝑛−1 ( − tan(0)) = 63.30
∅ 0.503

1 1
𝛽2 = 𝑡𝑎𝑛−1 ( − tan(𝛼2 )) = 𝑡𝑎𝑛−1 ( − tan(41.41)) ⁡ = 47.880
∅ 0.503

 Stage Loading:

Δℎ0 42049.58
Ψ= 2 =⁡ = 0.4436
𝑈𝑚𝑒𝑎𝑛 307.8762

 Degree of Reaction:

∅ 0.503
𝑅𝑥 = 1 − (tan(𝛼2 ) + 𝑡𝑎𝑛(𝛼1 )) = 1 − (tan(41.41) + 𝑡𝑎𝑛(0)) = 0.7781
2 2

 Diffusion Factor for Rotor & Stator:

∗
𝑉2 |𝑉𝑤1 − 𝑉𝑤2 | 230.9 |307.87 − 171.29|
𝐷𝑅𝑜𝑡𝑜𝑟 = 1− + =1− + = 0.4956
𝑉1 𝐶 322.4 0.05
2 ( 𝑆 ) 𝑉1 2∗( ) ∗ 322.4
0.025

∗
𝐶2 |𝐶𝑤1 − 𝐶𝑤2 | 206.46 |0 − 136.57|
𝐷𝑆𝑡𝑎𝑡𝑜𝑟 = 1− + =1− + = 0.423
𝐶1 𝐶 154.83 2 ∗ ( 0.05 ) ∗ 154.83
2 ( 𝑆 ) 𝐶1
0.025

13
 3. 3-D Design: Using Free Vortex Law
Free vortex method is one of the simplest design methods in axial compressors. It is based on the
general radial equilibrium equation with the following simplifications.

Figure 5- Free vortex law assumptions[4]

Integrating, we get

[Link] = constant
Thus the whirl velocity component of the flow varies inversely with radius, which is known as
free vortex. Thus, the following three variables (h0,Ca,[Link]) are not varying in the radial
direction. Keeping these implications, free vortex law is used to calculate flow properties along
the annulus at the rotor inlet and outlet as shown below.
 The tangential absolute velocity along the annulus is calculated using,

[Link] = [Link]

 The absolute flow angles at rotor inlet and outlet along annulus are calculated by,

[Link](α1)r = [Link](α1)m

 The relative flow angles at rotor inlet and outlet along annulus are calculated from,

𝑼𝒓 𝐷
tan(α1)r + tan(β1)r = , where Ur = Um.(𝐷𝑚)
(𝑪𝒂)𝒓
The results obtained in the spread-sheet are compared with the ‘Stagen’ results and by
comparison, both are found to be matching each other. Various data were tabulated and
plotted to check the feasibility of design and to have a clear-cut view of variation of
various aerodynamic parameters as shown below.

14
 Table 1- 3-D design using free vortex law

Variables Sectional radius

Hub Mean Tip
r(m) 0.16 0.18 0.2 0.22 0.24 0.26 0.28 0.3 0.32 0.34 0.36 0.38 0.4
cu1(m/s) 0 0 0 0 0 0 0 0 0 0 0 0 0
cu2(m/s) 239.0142 212.4571 191.2114 173.8285 159.3428 147.0857 136.5795 127.4742 119.5071 112.4773 106.2285 100.6376 95.60568
R(r/rm) 0.571429 0.642857 0.714286 0.785714 0.857143 0.928571 1 1.071429 1.142857 1.214286 1.285714 1.357143 1.428571
U1(m/s) 175.9292 197.9203 219.9115 241.9026 263.8938 285.8849 307.8761 329.8672 351.8584 373.8495 395.8407 417.8318 439.823
U2(m/s) 175.9292 197.9203 219.9115 241.9026 263.8938 285.8849 307.8761 329.8672 351.8584 373.8495 395.8407 417.8318 439.823
Rx 0.320709 0.463276 0.565254 0.640706 0.698093 0.742754 0.778191 0.806779 0.830177 0.849569 0.865819 0.879572 0.891313
ca1(m/s) 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838
ca2(m/s) 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838 154.838
ΔT0(K) 41.84037 41.84037 41.84037 41.84037 41.84037 41.84037 41.84037 41.84037 41.84037 41.84037 41.84037 41.84037 41.84037
UΔcw(J/kg) 42049.57 42049.57 42049.57 42049.57 42049.57 42049.57 42049.57 42049.57 42049.57 42049.57 42049.57 42049.57 42049.57
α1(°) 0 0 0 0 0 0 0 0 0 0 0 0 0
α2(°) 57.06406 53.91556 51.00035 48.3069 45.82146 43.52917 41.41488 39.46377 37.66169 35.99537 34.45255 33.02201 31.69351
β1(°) 48.64849 51.96304 54.85092 57.37734 59.59799 61.5596 63.30112 64.85488 66.24773 67.50203 68.63643 69.66656 70.60558
β2(°) -22.1673 -5.36341 10.50093 23.73257 34.02833 41.87356 47.88901 52.5827 56.32066 59.35732 61.86929 63.98074 65.78053
β1-β2(°) 70.81575 57.32645 44.34999 33.64478 25.56966 19.68604 15.41211 12.27218 9.927071 8.144708 6.767136 5.685818 4.825047
Vrel_1 225.5561 240.7002 256.4006 272.5209 288.9543 305.6163 322.4405 339.3741 356.3747 373.4087 390.4487 407.4726 424.4624
Vrel_2 167.1961 155.5189 157.4754 169.1416 186.8307 207.9424 230.9054 254.8288 279.2166 303.7931 328.4052 352.9688 377.4392
Vu_1 175.9292 197.9203 219.9115 241.9026 263.8938 285.8849 307.8761 329.8672 351.8584 373.8495 395.8407 417.8318 439.823
Vu_2 -63.085 -14.5367 28.70013 68.07412 104.551 138.7993 171.2965 202.393 232.3513 261.3723 289.6121 317.1943 344.2173
C_2 284.7852 262.8932 246.0418 232.7899 222.1822 213.5626 206.4674 200.5604 195.5933 191.3791 187.7746 184.6692 181.976
Solidity_R 1.601497 1.671127 1.281197 1.164725 1.067664 0.985536 0.915141 0.854132 0.800748 0.753645 0.711776 0.674314 0.640599
Solidity_S 3.342254 2.970892 2.673803 2.43073 2.228169 2.056772 1.909859 1.782535 1.671127 1.572825 1.485446 1.407265 1.336902
D*_R 0.589575 0.617982 0.67686 0.653166 0.611674 0.563766 0.515311 0.469003 0.425901 0.386273 0.350022 0.316895 0.286587
D*_S 0.581855 0.547034 0.516011 0.488459 0.464036 0.442405 0.423243 0.406256 0.391178 0.377771 0.365827 0.355163 0.345619
StageLoading1.358582 1.073447 0.869492 0.718589 0.603814 0.514493 0.443619 0.386441 0.339645 0.300862 0.268362 0.240857 0.217373
Flow_Coeff 0.880115 0.782325 0.704092 0.640084 0.586744 0.54161 0.502923 0.469395 0.440058 0.414172 0.391162 0.370575 0.352046
Mrel_1 0.670939 0.7205 0.772919 0.82795 0.885446 0.945335 1.007609 1.07232 1.139568 1.209502 1.28232 1.358268 1.43765

15
16
 VARIATION OF FLOW ANGLES
80

60

40
FLOW ANGLE(°)

α1

20 α2
β1
0
β2
0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
-20

-40
RADIUS RATIO(R)

Figure 6- Variation of flow angles along annulus

 The above plot shows the increase of blade angles as we move towards the tip but the
difference is small (Table-(1)), whereas at the hub, the difference is too large indicating
large flow turning (β1-β2) occurring at the hub as it is used to be.

Variation of Rotor Inlet Relative Mach No.

1.6
1.4
1.2
1
Mrel1

0.8
0.6
0.4
0.2
0
0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Radius ratio(R)

Figure 7- Variation of rotor inlet relative Mach number along annulus

 Variation of inlet rotor relative Mach number along annulus shows its increase along
annulus. It is also to be noted that the Mmax occurs at the tip with a value of 1.44 which is
tend to lie within the reasonable range for transonic stage satisfying the design criteria
discussed earlier. Also, it observed for a transonic stage to happen, there must be a

17
 subsonic regime at the hub, a sonic radius in middle and supersonic regime at the tip as
mentioned in the figure below.

Figure 8- sketch of a transonic rotor[5]

Variation of Degree of reaction along annulus

1
0.9
0.8
Degree of reaction

0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Radius ratio(R)

Figure 9- Variation of degree of reaction along annulus

 As per free-vortex law, the degree of reaction increases from hub to tip; This is found to
be in agreement with the above plot and also large flow turning at stator hub adds to the
above discussion.

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 Variation of Flow Coefficient
1
0.9
0.8
Flow Coefficient 0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Radius ratio(R)

Figure 10- Variation of flow co-efficient along annulus

𝑑𝑐𝑎
 By assumption of constant axial velocity and also constant axial velocity ( 𝑑𝑟 = 0) along
annulus by free vortex law, the flow co-efficient is found to decrease along annulus due
to increase in blade speed.

Variation of Stage Loading

1.6
1.4
1.2
Stage Loading

1
0.8
0.6
0.4
0.2
0
0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Radius ratio(R)

 The stage loading at the hub is found to be higher as it is used to be indicated by the plot.

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  From table-1, it can be observed that the diffusion factor(D*) for both stator and rotor is
within reasonable limits indicating less probability for flow separation.
 Also, both the thermodynamic work and aerodynamic works are found to be matching
and is constant throughout the annulus as per free vortex law.

3.1 Blade Geometry:

The blade sections can be generated in a variety of ways in Multall.
1. A pre-existing blade shape may be input by reading in its coordinates.
2. The blade shape is input as a table of camber line angle and blade thickness against fraction of
meridional chord.
The blade profiles are generated on a plane (x,y) surface but are then transformed into the (m,θ)
coordinate system of the stream-wise surfaces such that the x value becomes the meridional
distance m and the y value defines the value of θ on the stream-wise surface using
𝑟
θ –θ1 = ∫𝑟1 𝑑𝑦/𝑟

This ensures that a flat plate on the (x,y) surface transforms into a log spiral on the (m,θ) surface.
The blade co-ordinates data generated using Multall, is included in appendix-B. Modelling tools
such as CATIA and Solid-works were used for 2-D and subsequent 3-D modelling.
3.1.1 Initial blade design
The initial blade was generated with 66 stator blades. From the figure, it can be observed that
the Blockage Factor will be much higher such that prescribed design mass flow rate cannot be
achieved. so we changed number of blades in annular direction. The initial blade modelled

Figure 11- Isometric,Front and Side views of intial blade model

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 Figure 12- Isometric Side view of Initial blade model

3.1.2 Optimized(Finalized) blade design

The optimized blade generating the required mass flow was obtained by altering certain
design parameters. Number of stator blades were considerably reduced (36-stator blades, 19 rotor
blades) thereby accounting for the effects of increased blockage factor. Further, Aspect ratio
(blade height/chord) was altered within the reasonable limits (4 to 4.5), by changing the chord
length, since blade height being a fixed design parameter.

Figure 13- Rotor and stator blade (pair) arrangement

21
Note:

All dimensions are in ‘mm’

Figure 14- linear cascade model of a single rotor-stator pair

22
 Figure 15- Front view of finalized transonic stage

Figure 16- 3-View diagram of Finalized transonic stage

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Figure 17 Velocity triangles at hub, mean and tip of finalized design

Figure 18- Blade sections at hub, mean and tip

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 [Link]

 Manual and computational analysis have been carried out for design of transonic stage
axial fan having low hub-to-tip ratio (0.4) with a rotor rotational speed of 10500 rpm.

 Certain reasonable assumptions were made during the design process and a check has
been made whether such assumptions could satisfy the primitive design criteria.

 Manually, calculated 1-D design values were compared with the obtained ‘meangen’
values for given specifications and the design process is carried further.

 3-D design analysis were carried using ‘Free Vortex Law’ and similarity comparison has
been made with the ‘Stagen’ values.

 The output from ‘Stagen’ file has been given as input to ‘Multall’ file to carry out the
simulation and convergence is checked (Inflow=Outflow)

 Once the convergence is met, blade geometry is finalized after appropriate optimization
and 3-D CAD models were generated.

25
 References
1. H. Cohen, HIH Saravanamuttoo, GFC Rogers, Gas Turbine Theory, Fifth Edition,
Pearson Education Ltd.
2. Budugar Lakshminarayana, Fluid Dynamics and Heat Transfer of
Turbomachinery, Fourth Edition.
3. NPTEL, ”Turbomachinery Aerodynamics”, by [Link] and [Link]
Roy.
4. Ahmed F. El-Sayed, Fundamentals of Aircraft and Rocket Propulsion, Springer
Edition.
5. Class lecture slides, ”Aerodynamics of Compressors and Turbines”, by
[Link].

26
 Appendix-A
Test cases (1-5) data for Mean-design

Case_No T1(K) Ca(m/s) P_01 T_01 ρ_01(kg/m^3)

π_c ηc
1 294.6594 240.8592 29988.32 323.5217 0.322974 1.5 0.9
2 294.6594 275.2676 28835.58 332.357 0.302303 1.5 0.9
3 294.6594 154.838 38644.5 306.5872 0.439189 1.5 0.86
4 294.6594 154.838 38644.5 306.5872 0.439189 1.5 0.9
5 294.6594 154.838 38644.5 306.5872 0.439189 1.5 0.9

Case_No ρ_1(kg/m^3)
Ca(m/s) U_mean(m/s)
Flow_coefdelta_h0(J)delta_T0(K)stg_loadng
1 0.255659 240.8592 307.8761 0.782325 44372.21 44.15145 0.468122
2 0.223702 275.2676 307.8761 0.894086 45584.02 45.35723 0.480907
3 0.397692 154.838 263.8938 0.586744 44005.38 43.78645 0.631899
4 0.397692 154.838 307.8761 0.502923 42049.58 41.84038 0.443619
5 0.397692 154.838 307.8761 0.502923 42049.58 41.84038 0.443619

Case_No Alpha_2(°)DOR Beta_1 Beta_2 Vrel_1 Mrel_1 Vrel_2

1 30.89516 0.765939 51.96304 34.21054 374.4226 1.172555 291.2525
2 28.27471 0.759547 48.20056 30.13884 397.7073 1.245743 318.2979
3 47.12204 0.684051 59.59799 32.10264 288.9543 0.885446 182.7866
4 41.41488 0.778191 63.30112 47.889 322.4406 1.00761 230.9054
5 41.41488 0.778191 63.30112 47.889 322.4406 1.00761 230.9054

Case_No Vu_1 Vu_2 Spacing(S)Chord(m) D*_R C_2

1 307.8761 163.7525 0.025 0.05 0.31836 280.6862
2 307.8761 159.8165 0.025 0.05 0.292739 312.5602
3 263.8938 97.13966 0.025 0.05 0.511694 227.556
4 307.8761 171.2965 0.05 0.05 0.495673 206.4674
5 307.8761 171.2965 0.05 0.05 0.495673 206.4674

Case_No Cu_2 C(m) Spacing (S)(m)

1 144.1236 0.04 0.026
2 148.0596 0.04 0.026
3 166.7541 0.04 0.026
4 136.5796 0.05 0.05
5 136.5796 0.05 0.05

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 Appendix-B
Blade Geometry Co-ordinates for finalized design

The blade geometry co-ordinates for finalized design extracted from Multall is included in the
following link:

BLADE GEOMETRY CO-ORDINATES

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