Proceedings of

ASME TURBOEXPO 2000

May 8-11, 2000, Munich Germany

2000-GT-619

AERODYNAMIC DESIGN AND ANALYSIS OF A HIGH PRESSURE RATIO

ASPIRATED COMPRESSOR STAGE

All A. Merchant, Mark Drela, Jack L. Kerrebrock

Massachusetts Institute of Technology, Gas Turbine Laboratory
Cambridge, Massachusetts 02139, USA

John J. Adamczyk, Mark Celestina

NASA-Glenn Research Center
Cleveland, Ohio 44135, USA

r radial direction, radius

ABSTRACT u boundary layer edge velocity
The pressure ratio of axial compressor stages can be x axial direction
significantly increased by controlling the development of 5* displacement thickness
blade and endwall boundary layers in regions of adverse e momentum thickness, cimumeferential direction
pressure gradient by means of boundary layer suction. P density
This concept is validated and demonstrated through the q isentropic efficiency
design and analysis of a unique aspirated compressor (0 loss parameter
stage which achieves a total pressure ratio of 3.5 at a tip Subscripts
speed of 1500 ft/s. The aspirated stage was designed
0 stagnation, total quantity
using an axisymmetric through-flow code coupled with a
1,2 blade row inlet, exit station
quasi three-dimensional cascade plane code with inverse
e boundary layer edge
design capability. Validation of the completed design was
isen isentropic
carried out with three-dimensional Navier-Stokes
suct suction
calculations. Spanwise slots were used on the rotor and
v viscous
stator suction surfaces to bleed the boundary layer with a
total suction requirement of 4% of the inlet mass flow. INTRODUCTION
Additional bleed of 3% was also required on the hub and The concept of aspirated compressors was discussed
shroud near shock impingement locations. A three- in Kerrebrock et aL (1997) which addressed the
dimensional viscous evaluation of the design showed good thermodynamic effects on engine performance and
agreement with the quasi three-dimensional design intent, described an experiment that explored the effects of
except in the endwall regions. The three-dimensional boundary layer removal at the shock impingement location
viscous analysis predicted a mass averaged total pressure on the suction surface of transonic compressor blades.
ratio of 3.7 at an isentropic efficiency of 93% for the rotor, New results were presented, in Kerrebrock et aL (1996), on
and a mass averaged total pressure ratio of 3.4 at an a family of aspirated compressor designs, which covered a
isentropic efficiency of 86% for the stage. range of tip speeds from 700 to 1500 ft/s, and pressure
NOMENCLATURE ratios from 1.5 to over 3. The design study clearly showed
that a substantial increase in stage work could be realized
H stagnation enthalpy
with aspiration. These efforts represent only initial steps
Hk kinematic shape parameter (5*/9) toward answering the overall question of whether
M Mach number aspiration will result in improvements in engine
P pressure performance. The final answer depends on the effect of
U blade speed aspiration on weight and fuel consumption of the engine.
m' streamsurface arclength These in turn depend on the details of integrating aspirated

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stages into the engine. In particular, the net effect on cycle
efficiency depends strongly on how much of the energy of
the bled flow can be recovered, and on the utilization of the
bled flow in the engine system, e.g. for cooling. These
matters are under study.
The focus of the present paper is the aerodynamic
design of a high-speed aspirated stage designed to
achieve a total pressure ratio of 3.5 at atip speed of 1500
ft/s. This design represents a substantial increase in
pressure ratio over conventional compressor stages which
achieve a total pressure ratio typically between 2 and 2.3
at the same blade speed (WennQrstrom, 1984).
The unusually high blade loading of the aspirated
compressor stage required a fresh look at the blade design
system as well as the design philosophy as described in
Merchant (1999). In contrast to traditional design systems,
which rely on the axisymmetric streamline curvature
method, combined with cascade data or calculations, the
design system used for this design consists of the quasi-
3D blade to blade solver MISES, developed by Youngren
and Drela (1991), coupled with a through-flow code. The
quasi-3D code was used to design and analyze blade
sections, which were stacked to construct the 3D blade
geometry. The inviscid-viscous formulation and inverse
design features in MISES provide unprecedented flexibility
in designing the blade sections. A robust suction model is
included in the boundary layer formulation to make the
suction calculation an integral part of the blade design
procedure. MISES requires streamsurface and flow
condition inputs which were supplied by a through-flow
solver. In contrast to traditional streamline curvature
solvers, the through-flow solver used in the present design
system solves the complete axisymmetric Euler equations,
providing more accurate meridional streamline variation in
the flowpath, as well as within the blade rows. The effect of
endwall boundary layers, spanwise mixing, and non-
axisymmetric effects which require additional modeling and
empirical input were not included in the through-flow
calculation. However, blockage and losses from the 3D
viscous analysis were used to refine the final design. A 3D
viscous analysis of the complete stage was carried out
using the APNASA code by Adamczyk and Celestina at
NASA Glenn Research Center.
An experimental test of the stage will also be
conducted at NASA Glenn Research Center. The
mechanical design of this stage is similar to the low-speed
aspirated stage described in Schuler (1998). An important
feature of these aspirated stages is a tip shroud on the
rotor, which facilitates the removal of the bleed flow radially
outward from the flowpath, and also eliminates the need to
model tip clearance effects in the design system.
In the following sections, the bleed configuration of the
stage is described followed by a detailed discussion of the
aerodynamic design of the stage. The through-flow solution
and quasi-3D blade to blade streamsufface solutions
representing the design intent are presented followed by a
discussion of the 3D viscous analysis of the stage.
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spanwise
circumferential bleed slots
| I / ~cu'r~o.~, ~oo~s,o,
Figure 1: Schematic of the bleed configuration.
BLEED CONFIGURATION
A schematic of the boundary layer suction or bleed
configuration is shown Figure 1, and the corresponding
bleed requirement for each bleed location are given in
Table 1. The bleed mass flow is reported in percent of the
stage inlet mass flow. The arrangement consists of primary
bleed slots in the spanwise direction on the blade suction
surfaces, and secondary bleed slots in the circumferential
and chordwise directions. The location and bleed
requirement of the spanwise slots was an outcome of the
quasi-3D design procedure. The rotor spanwise slot
extends from 40% span up to the tip, and the stator
spanwise slot extends from hub to tip. The preliminary
estimate of the location and bleed requirement of the
circumferential slots was determined from the shock
impingement locations on the rotor shroud and stator hub.
The circumeferential slots on both blade rows extend over
the entire blade pitch. As the endwall boundary layers
were not modeled in the quasi-3D design system, the final
locations and bleed requirements of these slots were
determined iteratively from the 3D viscous calculations.
The chordwise slotnear the stator hub suction surface was
added to control the excessive separation and growth of
secondary flow developing along the stator hub predicted
by the 3D viscous calculation. This slot extends from 25%
to 75% chord.
Blade Row / Slot Type Bleed Mass %
Rotor circumferential slot 1.0
Rotor spanwise slot 2.0
Stator circumferential slot 1.0
Stator spanwise Slot 2.0
Stator chordwise slot 1.0
Table 1: Stage Bleed Requirement
STAGE DESIGN PARAMETERS
A summary o! the high-speed stage design
parameters representing the design intent are presented in
Table 2. The total pressure ratios across the rotor and
 stage are spanwise averages calculated from mixed out varies linearly across the rotor. The hub ramp angle is 33 °
flow conditions from each quasi-3D streamsurface solution. across the rotor and approximately 12 ° across the stator.
The area used to calculate the mass flux is based on the The tip radius is decreased across the rotor contracting the
rotor face hub to tip radius ratio. The =diffusion factors are flowpath area by an additional 5% in order to lower .the
calculated using Lieblein's (Lieblein et aL 1953) definition, static pressure rise across the rotor, and consequently to
and the solidifies are based on blade chord and pitch in the relieve the excessive growth of the shroud boundary layer.
m;e blade to blade computational plane. The isentropic The shroud flowpath profile is also shaped to provide some
efficiencies reflect only the losses in the blade wakes and pre-compression of the flow near the rotor passage shock
do not include any overall systems level accounting of the impingement location.
bled flow. Table 3 presents some important geometric The through-flow solution pressure contours show that
parameters of the stage. a large fraction of the total static pressure rise occurs
across the stator compared to the rotor, since a large
Tip Speed 1500 ft/s (457 m/s) fraction of the total pressure rise is achieved by increasing
Rotor Pressure Ratio 3.7 the blade loading rather than the blade speed. The rotor
Stage Pressure Ratio 3.5 has a low static pressure rise from the hub up to mid-span
Stage Mass Flow / Area 42.5 Ibm/s-ft 2 due to negative relative flow exit angles in that region. As a
consequence of the low reaction near the hub, the stator
(207 Kg/s-m 2 )
has to negotiate a large static pressure rise as well as high
Rotor face Axial Mach No. 0.65 supersonic Mach numbers around 1.5 in the hub region.
Stage exit Mach No. 0.5
Rotor Tip Rel. Mach No. 1.5 QUASI-3D STAGE DESIGN
Stator Hub Abs. Mach No. 1.5 The flow solutions at the hub, mid-span, and tip
Max. Diffusion Factor. (rot/sta) 0.76 / 0.66 streamsurfaces for the rotor and stator are presented in
Rotor Isentropic Efficiency 94% this section. The notation used in the surface plots below is
Stage Isentropic Efficiency 89% as follows:
Tip Blade Loading (,~H/U 2 ) 0.7
MACH1,MACH2 inlet/exit Mach number
Table 2: Stage Design Parameters SLOP 1,SLOP2 inlet/exit flow angles
P1,P2,P0 inlet/exit static pressure,
0.40 total inlet pressure
Rotor Inlet (rhu b/rti p )
RE Reynolds number
Stator Exit (rhu b/rti P ) 0.81 o~, o)v total, viscous loss
Blade Count (rot/sta) 26/31
Rotor Tip Solidity 2.14
The Mach number and flow angles are reported in the
Stator Hub Solidity 2.95 relative frame for the rotor and absolute frame for the
Aspect Ratio (rot/sta) 1.2 / 0.65 stator. The loss parameter is defined as
Table 3: Stage Geometric Parameters O)= /~2i,e. -eo2
?o~ - e
THROUGH-FLOW SOLUTION The integral displacement and momentum thicknesses
Through-flow solution pressure contours and a ROTOR HUB
1.5 N~SES
meridional view of the flowpath are shown in Figure 2. The 2.3 HACHI = 0.7769 M R E H 2= 0 . 7 8 2 0
PI/PO " 0.671! P2/PO = D , 8 2 3 t
hub profile is parabolic in shape upstream of the rotor and I.q SLOPI = 1.0000 SLOP2 = - 0 . 9 9 8 B
P2/PI ~ 1.22655 RE = 3.210~I06
W = 0.1933 Wv = 0.0477
1.2
His
*OD 2,63689-- 1.0

0.8

0.6

0.4

0.2

0,88665/
0.0

\
(a) Isentropic Mach Number
Figure 2: Through-flow solution contours of pressure.

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 1.6 .is{_= ROTOR 6 5 Z SPAN
~.~ RACH1 = 1.3105 HRCH2 = 0.~Itt35
f ~ et/Po - 0.3555 P2/PO- 0.9052
[ L~ 5LOP] - ).7025 5LOP2 = 0.2729
P2/P] - 2.555~ RE - 5.310,]0 s
[. 2 ~ = 0.0579 Wv = 0.00~7

His
1 . Iq . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.8

0.~

O.q

0.2
O.0 /

CONTOURS OF HACH
INCREHENT * O.Oq

(b) Contours of Mach Number (a) Isentropic Mach Number

Figure 3: Rotor Hub Section

represent the mass and momentum defect in the boundary

layer. The additional mass defect due to suction, which
accounts for the removed streamtube height in the integral
boundary layer calculation, is defined as
~5uct = ~i - msuct/(PeUe) ,

where rhsuct is the bleed or suction mass flow.

Rotor Hub
The blade surface isentropic Mach number and blade
to blade contours of Mach number at the rotor hub are
shown in Figure 3. An interesting feature of this section is
the relative exit flow angle of .-45 ° necessary to meet the
pressure ratio requirement. The static pressure ratio across
the hub is relatively low at 1.24 resulting in well-attached
boundary layers on the blade, and no need for suction. The
blade suction surface is shaped to maintain a sonic Mach (b) Contours of Mach Number
number over most of the chord terminating in a very short Figure 4: Rotor 65% Span Section
pressure recovery region. Although the delay in pressure
recovery leads to a larger profile loss, the possibility of
is shaped to provide a smooth transition from the leading
separation due to interaction with the hub boundary layer,
edge region to the suction and pressure sides. The viscous
and growth of secondary flow features is minimized by
loss is negligible compared to the shock losses. The effect
delaying the pressure recovery until the trailing edge. The
of the suction is visible in the deceleration of the flow at the
pressure side shows an adverse pressure gradient up to
foot of the shock. The pressure side is shaped to have a
mid-chord and uniform blade loading up to the trailing
uniform adverse pressure gradient up to mid-chord
edge. The large acceleration on the pressure side is due to
followed by a region of constant loading up to the trailing
the diverging trailing edge, which is used in this instance
edge. The blade shows a thick leading edge region and
mainly to relieve the adverse pressure gradient on the
relatively large maximum thickness compared to
suction surface.
conventional blade sections designed for the same inlet
Rotor 65% Span Mach number. The blade to blade Mach contours show the
Figure 4 shows the rotor 65% span section isentropic shock structure, and the effect of the suction slot is seen
Mach number distribution and blade to blade contours of just downstream of the shock.
Mach number. This section illustrates the transition from Rotor Tip
the lower span shock-free sections to the high Mach
Figure 5 shows the rotor tip section isentropic Mach
number sections with a passage shock. The blade suction
number distribution and blade to blade contours of Mach
surface is shaped to mildly pre-compress the flow before
number. The peak total pi'essurd~ ratiofor this section is
the passage shock. This is followed by a mildly concave
3.81. The diffusion factor is 0.76 and is the maximum for
pressure recovery region since the blade loading is
the rotor. The leading edge is shaped to provide a smooth
relatively low compared to the tip. The blade leading edge

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 q.0 .......
t.ts~s
........ l . . . . . . . . . . . . . . T . . . . . . . r-- ---r . . . . . . l

i
2.0 ROTOR TIP ~ ~---~
v 2.~ MRCHI = l.q9q7 M ~ :~,5177 , ,,
I P2/PI : RE : 6. t20.tO6 3.0

HK

1.2 2.0
~Mb~ . . . . . . . . . . . . . . . . . . . . . .

0 . 8
0.6 1.0
..................... p_rpsu_msi~2 ..................... :
0.4
0.2
0.0 0.0
0.00 0.08 0.]6 0.2q 0.32 0.q0
M"
0.43 0.56

(a) Kinematic Shape Parameter

/
//
0.030 ............................. -,. . . . . . . . . . . . . . ~ .....

/; TOP ,
', i
(a) Isentropic Mach Number ,
O.02q ....... ~ ....... '. . . . . . . ~ ....... ' ....... L. . . . . . . J .......

0.018 --

0 i ! i :
/ >; i- 0.012

0.ooo - ~ - - - ~ " , ~ - / ; ',

O, O0 O. 08 d,j.6~,~/o. 24 0.32 0.40 0.~8 O. 56
M'
(b) Suction side displacement and momentum thickness.
Figure 6: Rotor tip boundary layer profiles. Dashed line
is ~i* -rhsuct/PeUe (removed streamtube height).

CONTOURSOF ~j~~ downstream of the maximum thickness location. The effect

INCREMENT:
(b) Contours of Mach Number
Figure 5: Rotor Tip Section
transition from the leading edge region to the suction and
pressure sides. The blade suction side from the leading
edge up to mid-chord is shaped to pre-compress the flow
just before the passage shock. The suction slot is located
downstream of the shock and tends to hold the foot of the
shock at the slot location. The pressure surface shows a
fairly strong adverse pressure gradient up to 40% chord
followed by a constant Mach number section up to the
trailing edge. The blade pressure surface was shaped to
weaken the passage shock impingement thus minimizing
the boundary layer growth in this region. The effectiveness
of the diverging trailing edge in increasing the blade
loading is diminished due to the unusually thick pressure
side boundary layer.
The blade to blade contours of Mach number show
that the passage shock coalesces with the bow shock just
of shaping pressure surface to weaken the passage shock
is seen downstream of the leading edge on the pressure
side. A significant portion of the blade is devoted to
subsonic turning which in this case is 33 °. The blade
thickness and leading edge radius are considerably greater
than conventional supersonic blades designed for the
same inlet Mach number.
Figure 6 shows the shape parameter (Hk) distribution
and boundary layer profiles on the blade suction surface
for the tip. The shape parameter on the suction side is
almost constant in the pre-compression region and
undergoes an increase across the shock followed by a
growth in the pressure recovery region. The effect of
suction in controlling the rapid increase in H, is clearly
seen. The pressure side Hk also shows an increase due to
the strong adverse pressure gradient, and then begins
decreasing in the almost-zero pressure gradient section up
to the trailing edge. Theeffect of suction in decreasing the
displacement and momentum thickness is seen in Figure 6
(b).

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 2.0 ,Isis 5TATOR HUB
2.3 HACHI = ].5000 MACH2 • 0.5963
Pt/PO 0.272~ P2/PO 0.7~00
1.8
5LOP] : t.66~0 5LOP2 : 0. H97
P2/PI 2.7166 RE 9.000=t0 s
[.6 . . . .

t.4

1.2
IlK ~ressure',side : L ,

0.8
;~.B ' -- ' ' ~ "

0.6

0.4
1.0 . . . . . .
0.2

0.0

0.Q
-0. i 0.0 0.I 0.2 0.3 O,U~ 0.5 0.6 0.7
/ H'

/ (a) Kinematic Shape Parameter

(a) Isentropic Mach Number 0.015 ....................................... ,. . . . . . = ......

0.010

6~

o. oo~ I ..... ! ...... ~ ..... ! ...... i...... ! ..... -i----~,'~i

Oo[ ...... i ..... i ...... _i .... .... :i...... :i

0" 0 0 - o . 1 0.0 O.t ~'0_2..~ ~ O . 3 o.q 0.5 0.6 0.7
M'

(b).Suction side displacement and momentum thickness.

(b) Contours of Mach Number
Figure 7: Stator Hub Section
Stator Hub
Figure 7 shows the stator hub section isentropic Mach
number distribution and blade to blade contours of Mach
number. The absolute inlet Mach number is 1.5 due to the
large tangential velocity input by the rotor. The static
pressure ratio and losses are close to those of the rotor tip
section, and this is partly due to the free vortex spanwise
swirl profile. Similar to the rotor sections, the suction
surface in the forward portion of the blade is shaped to pre-
compress the flow to lower the Mach number of the flow
entering the passage shock. The suction slot is located
immediately downstream of the shock to prevent
separation. The diffusion factor is 0.66, and is lower
compared to the rotor tip due to the higher blade solidity
and contraction of the hub flowpath. The Mach number
distribution on the pressure side shows the effect of the
passage shock impingement just downstream of the
leading edge followed by a region of constant blade
loading maintained from there up to the trailing edge. The
Figure 8: Stator hub boundary layer profiles. Dashed
line is g* - msuct
" lpeue (removed streamtube height).
blade to blade contours of Mach number show that the
passage shock is well inside the blade passage and
impinges strongly on both suction and pressure sides.
Figure 8 shows the shape parameter (Hk) and
boundary layer profiles on the blade suction surface at the
stator hub. The shape parameter shows a rapid increase at
the shock impingement location on both blade sides.
Separation of the suction side boundary layer is prevented
by the suction downstream of the shock.
Stator Mid-Span
The stator mid-span blade surface Mach number and
blade to blade contours of Mach number are shown in
Figure 9. The shock strength is considerably lower than at
the rotor hub, and the effect of the suction slot is seen
downstream of the shock. In contrast to the hub section
where suction was used primarily to prevent separation
due to shock boundary layer interaction, the weaker shock
in this case allows the suction slot to be moved
downstream from the shock to control the boundary layer
growth in the subsonic pressure recovery region. The
blade to blade pressure contours show the shock structure,

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 ~,6 ;M[SES STATOR H I D - S P R N L,5" - 5TRTOR T[P
2.~ MACH| - 1.2150 MRCH2 = 0.5967
PI/PO - 0.Y0qLJ P2/PO = 0.7618 P t / P 0 • O.q103 P2/P0 = 0.6831
].4 5LOPi = [.2960 5LOP~* = 0.0~62 ]'q~'~l ~ 5LOP . . . . 6500 SLOP2=0.0t67
P2/P! = 1.88q0 RE = 3.000~106 P2/Pt - 1.6329 RE = 3.000xI0 s
I H. ~
2I w = o.07s8 ~v = 0.0216

0.8 0.8

0,6 _ ~ ' ~ ' ~ " - - O.G

0.4 @.q

0.2 G.2

0.0 , ' 0.0

/
(a) Isentropic Mach Number (a) Isentropic Mach Number

CONTOURS OF

CONTOURS OF
INCREMENT = (b) Contours of Mach Number
(b) Contours of Mach Number Figure 10: Stator Tip Section
Figure 9: Stator Mid-Span Section
circumferential, and 51 spanwise grid points. The flow
conditions and stage performance for the solution
and the effect of the suction slot can be seen downstream
presented below are summarized in Table 4. The inlet
of the shock.
mass flow is based on a tip radius of 10.35 inches (0.263
Stator Tip m), which will be the radius of the experimental stage in the
Figure 10 shows the stator tip section isentropic Mach NASA Glenn compressor rig.
number distribution and blade to blade contours of Mach
number. This is the most unusual section in the stage Inlet Mass Flow 83.66 Ibm/s (37.95 Kg/s)
requiring as much turning as the stator hub. The large inlet Rotor Pressure Ratio , 3.72
angle is due to the large swirl contribution from the rotor tip Stage Pressure Ratio i... 3.39
shroud. The pre-compression used at this section is almost
Bleed Mass Flow I 7 % (of inlet mass flow)
negligible compared to the lower span locations. The
passage shock is weak, and the flow remains supersonic Table 4: Summary of the 3-D viscous solution.
downstream of the shock. Similar to the mid-span section,
suction is used primarily to control the growth of the Rotor Hub
boundary layer in the subsonic pressure recovery region. Figure 11 shows the contours of relative Mach number
at the rotor hub. The flow remains subsonic up to 80%
3-D VISCOUS STAGE ANALYSIS chord according to the design intent shown in Figure 3. A
The results of the rotor 3-D viscous analysis presented region of supersonic flow is seen near the trailing edge.
in this section were calculated using the APNASA code This can be attributed to the blockage due to separation of
described in Adamczyk (1985) and Celestina (1999). The the suction side boundary layer near the trailing edge. The
grid used for the calculation has 199 axial, 51 separation develops in the suction side corner due to the

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 Figure 11: Rotor hub 3D viscous solution contours
of relative Mach number.
acute angle between the blade surface and the hub. This
can be seen in the rotor exit wake Figure 17.
Rotor 65% Span
Figure 12 shows the contours of relative Mach number
at 65% span. The inlet Mach number is higher than the
quasi-3D design intent shown in Figure 4 as a result of
Figure 12: Rotor 65% span 3D viscous solution
contours of relative Mach number.
which the shock is located well within the blade passage.
The effect of suction is observed downstream of the shock
location. The boundary layer on the suction surface shows
excessive growth downstream of the suction slot compared
to the quasi-3D calculation since the passage shock is
located further downstream than the design intent. The
passage shock is also seen to increase the boundary layer
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Figure 13: Rotor 95% span 3D viscous solution
contours of relative Mach number.
growth on the pressure side.
Rotor 95% Span
Figure 13 shows the relative Mach number contours
close to the rotor tip just outside the influence of the casing
boundary layer. The shock structure is similar to the quasi-
3D design intent seen in Figure 5. The bow shock and
passage shock coalesce at the passage throat, and the
foot of the passage shock is drawn toward the suction slot.
Growth and eventual separation of the suction surface
boundary layer is observed around 70% chord. This
behavior was also observed in the quasi-3D calculations
when the passage shock was located further downstream
in the blade passage at lower than design back pressures.
Some growth of the pressure side boundary layer is also
observed due to the impingement of the passage shock on
Figure 14: Stator hub 3D viscous solution contours
of Mach number.

Figure 15: Stator mid-span 3D viscous solution
contours of Mach number.
the pressure side further downstream than the design
intent.
Stator Hub
Figure 14 shows the stator relative Mach number
contours at the hub. The location of the passage shock is
in good agreement with the quasi-3D calculation shown in
Figure 7. The effect of the suction slot is seen on the blade
suction side just downstream of the shock. Impingement of
the passage shock at 10% chord and a high Mach number
of 1.54 upstream of the shock cause separation of the
pressure side boundary layer. This also exacerbates a
three-dimensional separation of the hub boundary layer,
which eventually migrates to the blade suction side. The
separation of the suction side boundary layer is observed
Figure 16: Stator tip 3D viscous solution contours
of Mach number.
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suction side
T
Figure 17: Rotor wake contours of axial velocity.
around 80% chord. The separation and secondary flow
development in this region of the stator contribute to a
significant loss in overall stage pressure ratio and
efficiency.
Stator Mid-Span
Figure 15 shows the contours of Mach number at the
stator mid-span. The shock location and overall flow
features are in good agreement with the quasi°3D
calculation shown in Figure 9. The effect of the suction slot
is seen downstream of the passage shock. No separation
is observed on the suction or pressure side of the blade.
Stator Tip
Figure 16 shows the contours of Mach number at the
stator tip. The passage shock is located further upstream
than the quasi-3D calculation indicating a higher inlet angle
than the quasi-3D design intent. No separation of the flow
is observed on either the suction or pressure surfaces. The
effect of the suction slot is seen downstream of the shock.
The 3D flow is in good overall agreement with the quasi-3D
calculation shown in Figure 10.
Rotor and Stator Wakes
Figure 17 shows the axial velocity contours at the rotor
exit. The contours indicate a relatively clean flow within the
blade passage up to 90% span. A region of separation is
observed in the suction side corner at the rotor tip.
Separation is also seen in the suction side corner at the
rotor hub, although the extent of the separation is very
~ressure side suction side
0,958472 ~
Figure 18: Stator wake contours of axial velocity.
 small. These regions of separated flow are also seen in the possibility of substantially increasing the pressure ratio
the hub and tip section Mach number contours that are of a compressor stage at a given tip speed by means of
shown in Figure 11 and 13, respectively. boundary layer suction. The 3D viscous analysis of the
Figure 18 shows the axial velocity contours at the stage was in good agreement with the quasi-3D design
stator exit. A region of separated flow is seen on the stator intent, except in the endwall regions, particularly at the
suction surface extending from the hub up to mid-span. rotor tip and stator hub due to separation of the blade and
The separation orginates at the strong passage shock near endwall boundary layer. The rotor pressure ratio and
the hub and grows rapidly due to the relatively large efficiency predicted by the 3D viscous calculation were in
pressure gradient at the hub. A circumferential view of the good agreement with the quasi-3D design intent. The stage
separation at the hub is also seen in Figure 14. pressure ratio and efficiency predicted by the 3D viscous
calculation were lower than the quasi-3D calculation due to
STAGE SPEED LINE the excessive separation of the boundary layer and strong
Figure 19 shows the rotor and stage speed line at secondary flow at the stator hub.
design speed. The pressure ratio and isentropic efficiency An essential ingredient of the stage design is the blade
are calculated from mass averaged inlet and exit section design methodology where arbitrary blade shapes
conditions for the rotor and stage, respectively. The rotor with features such as blended leading edge, pre-
achieves a peak pressure ratio of 3.72 beyond which the compression, and diverging trailing edge have been
rotor tip unchokes. The peak rotor efficiency is 93.3%. The utilized. The integration of the suction calculation into the
stage achieves a peak pressure ratio of 3.43 and a peak design procedure is also an important requirement to fully
efficiency of 86.8%. exploit the benefit of aspiration and minimize the bleed
CONCLUSIONS requirement.
The MIT high-speed aspirated stage, designed to REFERENCES
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INLET MASS F L O W (Ibm/s)

Figure 19: Rotor and stage speed line at design

rotor speed.

10
10 Copyright (C) 2000 by ASME

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