17th Annual CFD Symposium, August 11-12, 2015, Bangalore

CFD Analysis of a Highly Loaded Gas Turbine Stage

Prathapanayaka R1, Agnimitra Sunkara SN2, Balamurugan M3, Kishor Kumar4
1
Principal Scientist, 2Scientist Fellow, 3Project Scientist, 4Scientist
Propulsion Division
CSIR-National Aerospace Laboratories, Bangalore
Abstract
A highly loaded single stage axial turbine design and its preliminary analysis are carried out using commercially
available, dedicated, turbo-machinery design code of Concepts-NREC at Propulsion Division of CSIR-NAL.
Designed turbine stage is also analyzed using commercially available CFD software ANSYS-CFX and
NUMECA. This paper presents the detailed 3D CFD analysis of the highly loaded single stage axial turbine.
Grids with y+ around 0.25are generated using NUMECA's AutoGrid. To enhance the confidence level on
numerical analysis, 3D CFD analysis is carried out at the design speed using ANSYS-CFX and NUMECA's
FINE/Turbo software and the results are compared. The prediction shows that, the designed turbine stage is
producing 385kW power at pressure ratio of 2.33 and meets the design requirements. The design is carried out
aiming 88% total to total efficiency at design point, the predicted results from CFD analysis of turbine show
90% efficiency.

Keywords: CFD, Highly Loaded Turbine, Design methodology

NOMENCLATURE
Cax: Axial Chord of the Stator
CFD: Computational Fluid Dynamics
Cp: Specific Heat of the Working Fluid at Constant Pressure (J/kg.K)
MFF: Mass Flow Function = (W T01)/P01
NGV: Nozzle Guide Vane /Stator
P: Pressure
RANS: Reynolds Averaged Navier-Stokes
SWF: Specific Work Function = (CpT0)/T01
T: Temperature
W: Mass Flow Rate (kg/s)
Greek:
: Alpha = Absolute Flow Angle
: Beta = Relative Flow Angle
: Ratio of specific heats of the working fluid
: Total-to-Total Adiabatic Efficiency = (T0)/(T01 .(1-(1/ )(-1)/ )
: Total-to-Total Pressure Ratio Across the Turbine
: Thermal Conductivity of the Working Fluid (W/m-K)
: Dynamic Viscosity of the Working Fluid (Pa.s)
Subscripts:
0: Stagnation Quantity 1: Turbine Stator Inlet

1 Introduction:
Design of small gas turbine engine configuration encompassing all the components, its geometry and
components performance is a herculean task. Since the gas turbine is a critical component in view of its
production cost, time, high speed and high temperature applications, it is essential to ascertain its performance
using different computational tools and fine tune its geometrical, aero-thermodynamic parameters, and also
carry out structural evaluation before the fabrication of turbine.CFD has been playing a very important role in
design process of various systems, thereby accelerating the entire product development cycle. Similar work has
been carried out by Deng Qingfeng et.al [1].Their dependence on the CFD analyses in improving turbine
performance is significant. Nevertheless, not considering the potential errors and the limitations of CFD is not a
good practice. Denton [2] has pointed out several drawbacks of CFD, misconceptions in perceiving the
numerical predictions even when slight improvements in performance figures are considerable. Hence the
complete design, development and analysis process has to be tailored keeping in view all the pros and cons of
CFD. In this paper the authors intend to exhibit and highlight the role CFD played in the design process of a
highly loaded turbine stage, thereby sharing a typical methodology being followed with regards to the numerical
simulation and corresponding practices as applicable during turbine design. The turbine is developed for a 1kN

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17th Annual CFD Symposium, August 11-12, 2015, Bangalore

thrust class small turbojet engine. The specimen under discussion is a highly loaded high speed single stage
turbine. It is expected to pass 1.78 kg/s mass flow and develop around 385kW power at its design point pressure
ratio of 2.33, at design speed of 50500 RPM. The turbine has 19 NGVs and 50 rotor blades. The rotor tip
clearance is 0.2 mm.

2 Single Stage Axial Turbine Design Methodology

The following section briefly explains the design methodology followed in designing the single stage axial flow
turbine, the targets to be achieved, design constraints, and the CFD tools used for analyses [3].

2.1 Overall Design Methodology

After the cycle optimization process, all the thermodynamic parameters corresponding to the turbine stage are
finalized [3]. The input parameters for the design of the turbine are inlet total pressure, inlet total temperature,
total pressure ratio and rotational speed. The mass flow rate and power have to be met for the above prescribed
design inputs. All these parameters are grouped as preliminary design requirements. The main objective is to
arrive at a design, which meets all the above requirements within the least possible mean diameter and blade
height with maximum efficiency, apart from these specified preliminary design requirements to be met by the
turbine; it should be made sure that the following secondary design targets are also met. Absolute exit Mach
number at the turbine exit should not exceed 0.55 [4].This is stated with regard to the nozzle inlet requirement.
The absolute exit flow angle should not exceed 20O, or else it incurs a penalty on the nozzle performance and
also on the thrust generated by it. Keeping in mind the above requirements and constraints, a preliminary design
and sizing of the single stage axial turbine is first carried out using the mean-line design module AXIAL of
Concepts-NREC (Turbomachinery Design Suite), using which preliminary performance estimation at design
and off-design conditions is carried out. In order to satisfy the entire above preliminary and secondary design
targets, situation may arise where trade-off is required between some targets. For example, it may be required to
forego an excellent adiabatic efficiency in order to avoid high Mach number or flow angle at turbine exit,
considering the nozzle performance. The overall design methodology followed is as shown in fig.2.1.1.

500
400
Power(kW)

300
200 80% of design speed
90% of design speed
100 design speed
0 110% of design speed

1 1.5 2 2.5 3

Figure 2.1.2 Power Versus Total Pressure Ratio
(Mean-line design results)
1

0.8

0.6
80% of design speed

0.4 90% of design speed

design speed
0.2 110% of design speed
Figure 2.1.1: Flow chart of the design 0
methodology 1 1.5 2 2.5 3

Figure 2.1.3 Efficiency Versus Total Pressure Ratio
(Mean-line design results)

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17th Annual CFD Symposium, August 11-12, 2015, Bangalore

After achieving all the above requirements at the mean line design stage, it is imperative to validate the design
by analyzing it subsequently in CFD based on Reynolds Averaged Navier-Stokes (RANS) formulation. If the
basic design targets are met as predicted in detailed 3D Viscous RANS CFD, then the next step is to carry out
fine tuning by concentrating on detailed 3D aerodynamic design of the blade rows and the flow path, where
features like lean, sweep etc. can be incorporated in the blade rows, while contouring can be done to the flow
path. These geometrical manipulations are carried out using AxCent module of Concepts NREC software.
The following fig.2.1.4 gives the meridional flow path of the turbine. The complete stator-rotor assembly of the
turbine stage is as shown in fig.2.1.5.

Figure 2.1.4: Meridional flow path of the Turbine Figure 2.1.5: CAD model of Turbine

Steady state 3D Viscous RANS CFD analysis of the turbine is carried out using state-of-the art solvers like
ANSYS-CFX and NUMECAs FINE/Turbo. Details of the numerical setup and analysis are discussed in the
following section.

3 Computational Details
3.1 Mesh
Grid generation is carried out using NUMECA's AutoGrid5. O4H structured grid topology is chosen for the
turbine CFD domain as shown in figure 3.1.1.

Periodics

Outlet

Inlet
Periodic

Periodic
Interface

Figure 3.1.1: Mesh Topology Figure 3.1.2 Y-plus contour plot

A grid of y+ around 0.25 is achieved as shown in figure 3.1.2. Nevertheless, it is imperative to carry out a grid
independence study. Hence, simulations are carried out on grids of three sizes 1.2 million, 2.4 million and 4.5
million approximately. After carrying out simulations using different size grids; the mass flow, power and
efficiency are compared for the same exit pressure. Mass flow remains same for all three grid sizes and change
in power and efficiency are very minimal. Grid independence study results are tabulated in table 3.1.1.Based on
this study it is decided to use the grid of 2.4 million to carry out detailed analysis of turbine stage.

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Table 3.1.1: Grid Independence study details

Total
Power (kW) Mass flow rate (kg/s)
S.No Mesh size

1 1.2 million 0.8986 384.42 1.78

2 2.4 million 0.9000 385.07 1.78

3 4.5 million 0.9010 385.4 1.78

After arriving at the optimum mesh size, detailed 3D CFD analysis of the turbine is carried out, from 80% to
110% of design speed in steps of 10%. The details of CFD analyses are discussed in the following sections.

3.2 Boundary Conditions and Numerical Setup

The boundary conditions chosen for the CFD analysis are as follows.

Inlet Boundary Conditions: At the inlet to the turbine, a constant total pressure is imposed; whereas a span-
wise varying total temperature profile of a typical gas turbine is enforced as shown in fig. 3.2.1. At inlet, a
turbulence intensity of 8% is chosen for all the analyses. The turbulent length scale is 10% of the inlet duct size.

Exit Boundary Conditions: At the turbine exit, a static pressure boundary condition is used.

100
90
80
70
60
% Span

50
40
30
20
10
0
800 900 1000 1100 1200
Temperature (K)
Figure 3.2.1: Turbine Inlet Total Temperature Distribution

A single passage stage interface approach, i.e. a mixing plane that carries out circumferential averaging between
the stator and rotor domains is considered. Numerical simulations on the turbine stage are carried out using
ANSYS-CFX solver. ANSYS-CFX uses a pressure based solver which employs an element-based finite volume
discretization methodology. In this simulation, a high resolution advection scheme is used to solve the
equations. The solution is considered to be converged only when the mass flow imbalance (between inlet and
outlet) vanishes and the RMS of residuals of all the momentum, energy and turbulent quantities reach the order
of 1e-6.Shear Stress Transport (SST) turbulence model is chosen owing to its ability to effectively handle
separations and adverse pressure gradients typical of a turbomachinery stage. In order to calculate the adiabatic
efficiency of the turbine, mass averages of total pressures and total temperatures are calculated at the turbine
inlet and outlet stations.For all the simulations, a working fluid with constant thermodynamic properties
Cp= 1196.912 J/kg.K,= 4.3761e-5 Pa.s, =7.0194e-2 W/m-K is considered.

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4 Results and Discussion

4.1 Turbine Stage Performance Characteristics

Figures 4.1.1 to 4.1.4 show the characteristics of the turbine obtained from the steady state CFD analyses carried
out using ANSYS-CFX solver, for 80%, 90%, 100% and 110% of design speeds.
0.14
0.95
0.13
0.90
0.12

MFF
0.85 0.11
Design Speed Design Speed
110% of Design Speed 0.10 110% of Design Speed
0.80 80% of Design Speed 80% of Design Speed
90% of Design Speed 0.09 90% of Design Speed
Design Point Design Point
0.75 0.08
1.1 1.4 1.7 2.0 2.3 2.6 2.9 3.2 3.5 1.1 1.4 1.7 2.0 2.3 2.6 2.9 3.2 3.5

Figure 4.1.1: Efficiency Vs Total pressure ratio Figure 4.1.2: Mass Flow Function Vs Total pressure ratio

600
290
500
240
400
Power (kW)

190
SWF

300
140 Design speed
200 Design speed
110% of Design Speed 110% of Design Speed
80% of Design Speed 80% of Design Speed
90 100
90% of Design Speed 90% of Design Speed
Design point Design point
40 0
1.1 1.4 1.7 2.0 2.3 2.6 2.9 3.2 3.5 1.1 1.4 1.7 2.02.3 2.6 2.9 3.2 3.5

Figure 4.1.3: Specific Work Function Vs Total pressure ratio Figure 4.1.4: Power Vs Total pressure ratio

It can be observed from the fig 4.1.1 that at the design speed, efficiency is almost 90% in the pressure ratio
range of 1.95 to 2.48, but a steep drop below pressure ratios of 1.75 and beyond 2.65 is observed, thereby
implying that even the off-design performance of the turbine stage is quite appreciable. From figure 4.1.2, it can
be observed that the turbine chokes in the stator at around a pressure ratio of 2.2. 385.07 kW of power is
generated at the design pressure ratio of 2.33 meeting the design requirement.

It is observed that the mean-line design code under predicts the efficiencies (Refer to figure. 2.1.3) of the turbine
by over-predicting the losses, as shown, probably owing to the empirical nature of the loss correlations
employed in estimating the profile losses, shock losses and tip clearance losses. The same design when
analyzed in complete 3D RANS CFD shows improved performance, especially adiabatic efficiency of the
turbine. Hence, this significant difference in the performance prediction between the mean-line design codes and
3D RANS CFD codes is notable.

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4.1.1Performance Evaluation at design speed using ANSYS-CFX

and NUMECA's FINE/Turbo
To have more confidence on numerical analysis, after the grid independence study, 3D CFD analysis is
carried out for design speed using NUMECA's FINE/Turbo solver. Figures 4.1.5 to 4.1.7 show the performance
characteristics obtained from both the software for design speed. Efficiencies are almost constant between the
pressure ratios of 1.6 to 2.6. Though the trend is same, there is a slight offset in the efficiency trends predicted
by both the solvers. The reason could not be ascertained at this point of time. Nevertheless, a very good
agreement in power, mass flow, mass flow function and specific work function are observed. The final
validation of the figures can only be confirmed after a comparison from the experimental results.

0.92 575
Design Speed_CFX
0.90 Design Speed_NUMECA

425

Power (in kW)

0.88

0.86

0.84 Design Speed_CFX 275

0.82 Design Speed_NUMECA

0.80 125
1.2 1.5 1.8 2.1
2.4 2.7 3.0 3.3 3.6 1.2 1.5 1.8 2.1 2.4
2.7 3.0 3.3 3.6

Figure 4.1.6 Power Vs Total Pressure ratio
Figure 4.1.5 Efficiency Vs Total Pressure ratio

1.85

1.80

1.75
W (kg/s)

1.70

1.65

1.60 Design Speed_CFX

Design Speed_NUMECA
1.55

1.50
1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 3.4 3.6

Figure 4.1.7 Mass flow rate Vs Total Pressure ratio

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4.2 Mach number triangles

Following are the Mach number triangles used to represent the velocity vector diagrams as per the
standard reference [5].These diagrams are obtained from span wise flow field analysis from CFD analysis at the
design point of the turbine.

Figure 4.2.1: Stator Mach number triangles Figure 4.2.2: Rotor Mach number triangles

Hub, mean and tip sections are at 20%, 50% and 80% of blade span locations respectively.

Across Stator: Figure 4.2.1 shows the Mach number triangles of the flow across stator blade row. The flow
enters the stator axially (Alpha = 0) with absolute velocity nearly 120 m/s (Mach number nearly 0.18). The flow
leaves the stator at increased velocity in the range of 603 m/s to 640m/s and with a turning angles ranging from
69.98 degrees to 73.03 degrees from tip to hub respectively.

Across Rotor: Figure 4.2.2 shows the Mach number triangles of the flow across the rotor blade row. The flow
enters rotor hub at a relative Mach number of 0.47 at a relative angle of 51.66 degrees. The flow leaves the rotor
hub at an increased relative Mach number of 0.78 and relative angle of 56.56 degrees. At mean section, the flow
enters rotor at relative Mach number of 0.39 and relative angle of 41.81 degrees. The flow leaves the rotor at an
increased relative Mach number of 0.88 and relative angle of 59.89 degrees. At tip section, the flow enters rotor
at relative Mach number of 0.31 and relative angle of 23.35 degrees. The flow leaves the rotor at relative Mach
number of 0.88 and relative angle of 66.29 degrees. The rotor inlet relative flow angle decreases from hub to tip
whereas outlet relative flow angles increases from hub to tip. The flow leaves the rotor mean section at an
absolute Mach number of 0.45 and absolute angle of 14.10 degrees. In turbines of such scale, it is expected that
the exit swirl of the final stage be around 20 degrees, to avoid losses in the downstream nozzle. Overall, it can
be observed that these conditions meet the requirements of inlet to nozzle.

4.3 Blade Loading

The pressure distributions over the stator and rotor blades are plotted in figs.4.3.1 and 4.3.2. It can be observed
that there are slight local accelerations on the stator suction surface at hub and mean sections, owing to shock
reflections. This can be addressed in the upcoming designs. The slight irregularities in the pressure distributions
over the blade surfaces can be correlated by studying in detail the flow field. Mach number plots in the section
4.4 give an insight into the reasons for the local effects.

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17th Annual CFD Symposium, August 11-12, 2015, Bangalore

Figure 4.3.1: Stator blade loading at hub, mean and Figure 4.3.2: Rotor blade loading at hub, mean
tip and tip

4.4 Flow Field Analysis

Figure 4.4.1: Relative Mach number at hub section Figure 4.4.2: Relative Mach number at mean section

Figure 4.4.3: Relative Mach number at tip section

It can be observed from Figures 4.4.1 to 4.4.3 that the stator surface maximum Mach number decreases from
hub to tip whereas rotor it increases from hub to tip section. Higher Mach number in the stator occurs on the
suction surface close to 15% of its chord. Also it can be observed that, the maximum Mach number in rotor
occurs slightly upstream of the rotor throat on suction surface.

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5 Conclusions
The detailed 3D CFD analysis of the 385 kW axial turbine stage is carried out using high quality grids and the
following conclusions are drawn.
The turbine designed produces close to 385kW, passing 1.78 kg/s mass flow at the design pressure
ratio of 2.33 and design speed of 50500 RPM
At the mean section the flow exits the turbine stage at an absolute Mach number of 0.45 with a swirl
angle of 14.10 degrees
Overall performance parameters of the turbine, predicted by CFD solvers are in accordance with the
design requirements

6 References
[1] Deng Qingfeng, ZhengQun , Yue Guoqiang , Zhang Hai , Luo Mingcong, Using a Pressure Controlled
Vortex Design Method to Control Secondary Flow Losses in a Turbine Stage", Chinese Journal of
Aeronautics,2013,26(5),pp 11251134

[2] John D Denton, "Some Limitations of Turbomachinery CFD, Proceedings of ASME Turbo Expo 2010:
Power for Land, Sea and Air, 2010, PaperGT2010-22540

[3] Prathapanayaka et. al, "Design and Development of 385kW turbine stage for Small Gas Turbine Engine",
Project Document,PD-PR/2015/1000, 2015,Propulsion Division, National Aerospace Laboratories, Bangalore.

[4] Hany Moustapha, Mark F.Zelesky, Nicholas C.Baines, David Japikse; Axial and Radial Flow Turbines,
Published by Concepts NREC, 2003

[5] NASA SP-290, Turbine Design and Application, 1994

Acknowledgements

Authors greatly acknowledge CSIR support for this project. Authors would like to thank Director, CSIR-NAL,
Head and Jt Head, of Propulsion for their support in carrying out this work. Authors also thank
Dr.M.V.A.Murthy and Mr.S.J.K.Murthy for their guidance and support.